Railway Corridor 8 â Republic of Albania

Contracting authority: 

Economic operator: 

Facility: 

Section: 

Phase: 

Content: 

Public Enterprise for Railway Infrastructure 

MACEDONIAN RAILWAYS - Skopje 

EUROTRANSPROJECT OOD 

Technical documentation at a level of study and 

preliminary design for the railway line of Corridor 8- 

Kicevo-Lin (border with the Republic of Albania) 

Kicevo-Lin (border with the Republic of Albania) 

Preliminary design 

Volume 4- Environmental Impact 

Assessment Study 

Technical no.: 001 / 2010

Public Enterprise for Railway Infrastructure “Macedonian 

Railways” - Skopje 

ENVIRONMENTAL IMPACT ASSESSMENT STUDY 

OF THE PROJECT 

CONSTRUCTION OF RAILWAY LINE 

KICEVO – LIN (BORDER WITH THE REPUBLIC OF ALBANIA) 

June 2010 

2

Environmental Impact Assessment Study of the Project 

for Construction of Railway Line Kicevo-Lin (border with the Republic of Albania) 

Content 

Person in charge and expert team involved in the preparation of Environmental Impact 

Assessment Study .............................................................................................................. 11 

List of acronyms .................................................................................................................... 15 

Non-technical summary ...................................................................................................... 17 

1.1 Zero alternative ..................................................................................................................... 21 

Section 1 25 

Environmental Impact Assessment legislation ........................................................................... 54 

The phases of the EIA procedure implementation are shown on the figure below: .............. 55 

Methodology of the Study preparation .................................................................................... 62 

Considered alternatives.......................................................................................................... 64 

1.2 Zero alternative ..................................................................................................................... 70 

2 Project description and characteristics ......................................................................... 72 

2.1 Brief history of Macedonian Railways .................................................................................. 72 

2.2 Railway infrastructure of Macedonia relative to neighbours ............................................... 72 

2.3 Advantages of the railway .................................................................................................... 72 

2.4 Description of the railway infrastructure.............................................................................. 73 

2.5 Layout .................................................................................................................................... 75 

2.6 Longitudinal profile ............................................................................................................... 75 

2.7 Stations layout and longitudinal section ............................................................................... 79 

2.8 Bridges and viaducts ............................................................................................................. 80 

2.9 Inclinations of cuts and embankments ................................................................................. 81 

2.10 Locomotives .......................................................................................................................... 82 

2.11 Towing vehicles ..................................................................................................................... 83 

2.12 Systems of railway electrification ......................................................................................... 84 

2.13 Electric traction ..................................................................................................................... 85 

2.14 Diesel locomotive .................................................................................................................. 86 

2.15 Specific solutions for the Project .......................................................................................... 87 

2.15.1 Design parameters for open line, stations and intersections ....................................... 90 

2.15.2 Section 1 ........................................................................................................................ 91 

2.15.3 Section 1.2 ..................................................................................................................... 97 

2.15.4 Section 2 ........................................................................................................................ 99 

3 Description of the environment................................................................................... 103 

3.1 Geomorphological characteristics ...................................................................................... 103 

3.1.1 Structural relief ........................................................................................................... 103 

3.1.2 Structural blocks (mountains)..................................................................................... 104 

3.1.3 Graben structures (depressions, basins)..................................................................... 105 

3.1.4 Recent relief along the railway corridor ..................................................................... 106 

3.2 Climate conditions in the area ............................................................................................ 107 

3.2.1 Climate characteristics of Kicevo Basin ....................................................................... 108 

3.2.2 Climate characteristics of Ohrid-Struga Basin ............................................................ 110 

3.3 Geology of the railway line area ......................................................................................... 116 

3.4 Engineering - Geological characteristics of the area of the railway line route ................... 119 

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3.4.1 Non Coherent Rock Masses ........................................................................................ 119 

3.4.2 Poorly Coherent Rock Masses ..................................................................................... 119 

3.4.3 Highly Coherent Rock Masses ..................................................................................... 119 

3.4.4 Contemporary registered engineering - geological appearances and processes ....... 120 

3.5 Hydrogeological characteristics of the area of the railway line route ................................ 121 

3.5.1 Well porous rock masses/sediments .......................................................................... 121 

3.5.2 Medium porous rock masses/sediments .................................................................... 122 

3.5.3 Poorly porous rock masses/sediments ....................................................................... 122 

3.5.4 Predominantly non-porous rock masses/sediments .................................................. 122 

3.6 Tectonics and seismic characteristics of the area of the railway line route ....................... 125 

3.7 Soil characteristics .............................................................................................................. 129 

3.7.1 Colluvial soils ............................................................................................................... 130 

3.7.2 Alluvial soils ................................................................................................................. 131 

3.7.3 Marsh soils .................................................................................................................. 131 

3.8 Hydrography and quality of surface waters in the area ..................................................... 133 

3.9 Quality of air in the area ..................................................................................................... 139 

3.9.1 Quality of ambient air in Kicevo .................................................................................. 140 

3.9.2 Quality of ambient air in Ohrid ................................................................................... 147 

3.10 Environmental noise in the area ......................................................................................... 150 

3.11 Biological diversity .............................................................................................................. 153 

3.11.1 Biogeographical characteristics of the area ................................................................ 153 

3.11.2 Biomes ......................................................................................................................... 153 

3.11.3 Climate-vegetation-soil zones ..................................................................................... 155 

3.11.4 DESCRIPTION OF ECOSYSTEMS AND HABITATS .......................................................... 158 

3.11.5 Azonal forests .............................................................................................................. 162 

3.11.6 Open areas - pastures ................................................................................................. 165 

3.11.7 Rocky areas ................................................................................................................. 165 

3.11.8 Wetlands ..................................................................................................................... 167 

3.11.9 Anthropogenic habitats .............................................................................................. 175 

3.11.10 Significant habitats and species .................................................................................. 180 

3.11.11 Important species ....................................................................................................... 182 

3.11.12 Valorization of vertebrate fauna ................................................................................. 194 

3.12 Characteristics of landscapes .............................................................................................. 198 

3.12.1 Hilly rural landscape in oak forest belt ....................................................................... 200 

3.12.2 Landscape of subalpine broadleaved forests.............................................................. 201 

3.12.3 Urban landscape Kicevo .............................................................................................. 201 

3.12.4 Lake plane landscape .................................................................................................. 201 

3.13 Population, populated places and economic and social parameters ................................. 202 

3.13.1 Social- geographic characteristics of settlements along the Kicevo- Lin railway line 

route 203 

3.14 Use and categorization of the land around the railway line route ..................................... 214 

3.14.1 Economic and geographical characteristics of the area along the railway line route 

Kicevo-Lin .................................................................................................................................... 216 

3.15 Existing or planned infrastructure around the route .......................................................... 225 

3.15.1 Economic infrastructure.............................................................................................. 225 

3.15.2 Institutional infrastructure .......................................................................................... 226 

3.15.3 Linear infrastructure ................................................................................................... 226 

3.16 Forests ................................................................................................................................. 227 

4



3.16.1 Forest and forestry management in the Republic of Macedonia ............................... 227 

3.16.2 Goals of forestry development ................................................................................... 229 

3.16.3 Status of crops in the contact zone ............................................................................. 231 

3.16.4 Manner of management ............................................................................................. 234 

3.17 Erosive processes in the contact zone ................................................................................ 236 

3.17.1 Status of crops in the construction zone of the railway line ...................................... 237 

3.18 Natural heritage .................................................................................................................. 240 

3.19 Cultural heritage ................................................................................................................. 241 

4 Assessment of environmental impacts of the project implementation ......................... 247 

4.1 Safety aspects ..................................................................................................................... 247 

4.2 Impacts on biological diversity ............................................................................................ 247 

4.2.1 Sensitivity of habitats and ecosystems ....................................................................... 247 

4.2.2 Assessment of the sensitivity of habitats.................................................................... 252 

4.2.3 Impacts on habitats ..................................................................................................... 260 

4.2.4 Impacts on flora and fauna ......................................................................................... 264 

4.3 Impacts on the quality of surface waters ........................................................................... 265 

4.3.1 Impact of the railway line construction on the quality of surface waters .................. 266 

4.3.2 Impact of the railway line operation on the quality of surface waters ...................... 267 

4.3.3 Impacts on rivers and other wetlands ........................................................................ 268 

4.4 Impacts on landscape ......................................................................................................... 270 

4.4.1 Disorder in functional characteristics of the landscape of subalpine broadleaved 

forests. 270 

4.4.2 Impacts on hilly rural landscape ................................................................................. 270 

4.4.3 Impacts on plane lake landscape ................................................................................ 271 

4.5 Impacts on geological structures ........................................................................................ 271 

4.5.1 Construction phase ..................................................................................................... 271 

4.5.2 Operational phase ....................................................................................................... 272 

4.6 Impacts of vibrations and seismics ..................................................................................... 272 

4.6.1 Response of people ..................................................................................................... 273 

4.6.2 Impact of vibrations on sensitive equipment ............................................................. 273 

4.6.3 Impact of vibrations on buildings................................................................................ 273 

4.7 Impacts on soils ................................................................................................................... 273 

4.7.1 Railway line construction phase ................................................................................. 274 


4.8 Impacts on the quality of air and climate ........................................................................... 278 



4.9 Impacts of noise .................................................................................................................. 280 



4.10 Solid waste management .................................................................................................... 285 

4.10.1 Waste during construction.......................................................................................... 285 


4.11 Socio-economic aspects, ownership aspects and impacts on revenues ............................ 287 

4.12 Visual effects/impacts on landscape .................................................................................. 287 



4.13 Impacts on forests ............................................................................................................... 288 

5





4.14 Impacts on erosion and deposits during construction and operational phases ................. 288 

4.15 Impacts on natural heritage ................................................................................................ 289 

4.16 Impacts on cultural heritage ............................................................................................... 289 

4.17 Impacts of radiation ............................................................................................................ 289 

4.18 Impacts of odour ................................................................................................................. 289 

4.19 Cumulative impacts............................................................................................................. 289 

4.20 Matrix of environmental impacts ....................................................................................... 290 

5 Measures for environmental impacts prevention or reduction..................................... 291 

5.1 Measures for reduction of impacts on geomorphology ..................................................... 291 

5.2 Measures for reduction of impacts on biological diversity ................................................ 291 

5.2.1 Measures for reduction of impacts on habitats and ecosystems ............................... 291 

5.2.2 Measures for reduction of impacts on species ........................................................... 293 

5.3 Measures for reduction of impacts on the functionality of landscapes ............................. 294 

5.4 Measures for reduction of impacts on geology .................................................................. 294 

5.5 Measures for reduction of impacts on seismics and vibrations ......................................... 295 

5.5.1 Methods for reduction of seismical effects of mining ................................................ 295 

5.5.2 Methods for mitigation of vibrations from railway transport .................................... 298 

5.6 Measures for reduction of impacts on soils........................................................................ 301 

5.7 Measures for reduction of impacts on the quality of air .................................................... 303 



5.8 Measures for reduction of impacts on the quality of surface waters ................................ 303 



5.8.3 Measures for reduction of impacts on wetlands ........................................................ 304 

5.9 Measures for noise impacts reduction ............................................................................... 306 

5.10 Measures for sustainable waste management ................................................................... 306 



5.11 Measures for reduction of impacts on cultural heritage .................................................... 308 

5.12 Measures for reduction of impacts on forests and forestry ............................................... 308 



5.12.3 Measures for reduction of negative effects of the railway line construction on erosion 

and deposits ................................................................................................................................ 309 

5.12.4 Measures for reduction of impacts on socio-economic aspect .................................. 310 

5.13 Overview of measures for environmental impact reduction and environmental monitoring 

310 

6 Recommendations and conclusions ........................................................................... 311 

6.1 Project justification ............................................................................................................. 311 

6.2 Recommendations .............................................................................................................. 311 

6.3 Conclusion ........................................................................................................................... 311 

7 References ................................................................................................................ 312 

APPENDICES ................................................................................................................... 316 

6



Figure 1 Southeastern axis, ГВР .......................................................................................................... 47 

Figure 2 Corridor VІІІ, according to the Memorandum of Understanding ............................................. 48 

Figure 3 Railway corridor VІІІ, section Duras-Skopje-Sofia .................................................................. 49 

Figure 4 Railway network of the Republic of Macedonia ...................................................................... 51 

Figure 5 Existing railway network through the Republic of Macedonia ................................................ 52 

Figure 6 Utilization of the railway infrastructure of Macedonia ............................................................. 52 

Figure 7 Considered alternatives .......................................................................................................... 67 

Figure 8 Accepted section for the railway line Kicevo-Lin (border with the Republic of Albania) ......... 69 

Figure 9 Constituent elements of the railway ........................................................................................ 75 

Figure 10 Cross-section of embankment, excavation and incision of single-track line ........................ 77 

Figure 11 Superstructure of the railway line ......................................................................................... 78 

Figure 12 Cross-section and constituent parts of the line ..................................................................... 78 

Figure 13 Required station width .......................................................................................................... 80 

Figure 14 Schematic overview of the main constituent elements of electric locomotive ...................... 83 

Figure 15 Passenger wagon ................................................................................................................. 84 

Figure 16 Railway electrification system ............................................................................................... 84 

Figure 17 Accepted section of the railway line Kicevo-Lin (border with the Republic of Albania) ........ 88 

Figure 18 Tunnel ................................................................................................................................... 94 

Figure 19 Stations and intersections ..................................................................................................... 96 

Figure 20 Municipalities through which the railway route passes ....................................................... 103 

Figure 21 Structural relief .................................................................................................................... 104 

Figure 22 Climate map of the Republic of Macedonia ........................................................................ 107 

Figure 23 Average precipitation .......................................................................................................... 109 

Figure 24 Climate diagram Ohrid and Struga ..................................................................................... 111 

Figure 25 Rose of winds in Ohrid ........................................................................................................ 114 

Figure 26 Tectonic regionalization of the Republic of Macedonia ..................................................... 127 

Figure 27 Map of isolines of seismic intensity of earthquakes in Macedonia (by MCS) ..................... 128 

Figure 28 Seismic map ....................................................................................................................... 129 

Figure 29 Colluvial soils ...................................................................................................................... 130 

Figure 30 Marsh soils .......................................................................................................................... 132 

Figure 31 Watershed areas................................................................................................................. 134 

Figure 32 Measuring points monitoring the waters in the watershed of Treska river ......................... 137 

Figure 33 Measuring points monitoring the waters in the watershed of the river Crn Drim ................ 139 

Figure 34 Monitoring stations .............................................................................................................. 140 

Figure 35 Average annual concentration of SO 2 in Kicevo ................................................................. 142 

Figure 36 Average annual concentration of nitrogen dioxide for the period 2007-2009 ..................... 143 

Figure 37 Average annual concentration of suspended particulate matters sized up to 10 micrometers 

for the period 2007-2009 ..................................................................................................................... 144 

Figure 38 Maximum daily 8-hours mean value of the concentration of carbon monoxide for the period 

2007-2009 ........................................................................................................................................... 145 

Figure 39 Long-term target for human health protection for ozone for the period 2007-2009 ........... 146 

Figure 40 Long-term target for vegetation protection for ozone for the period 2007-2009 ................. 147 

Figure 41 Average monthly concentrations of sulfur dioxide and smoke for 2006 ............................. 148 

Figure 42 Measurements of dust in the air ......................................................................................... 150 

Figure 43 Noise measuring points ...................................................................................................... 152 

7



Figure 44 Biomes in southwestern part of Macedonia (by Matvejev & Puncer 1989) ........................ 153 

Figure 45 Climate-vegetation-soil zones in Southwestern part of Macedonia (by Filipovski at al. 1996) 

............................................................................................................................................................ 156 

Figure 46 Italian and Turkey oak forest near village Arbinovo............................................................ 157 

Figure 47 Remains of Downy oak and Hop hornbeam forests near Kicevo ....................................... 159 

Figure 48 Truffle oak (Quercus robur) in the village Moroista ............................................................ 164 

Figure 49 Calcareous rocks near the village Radozda ....................................................................... 166 

Figure 50 Sandbars on the river Sateska near the village Volino ....................................................... 168 

Figure 51 Reed belt on Ohrid Lake shore, between the settlement Elen Kamen and the village 

Radozda .............................................................................................................................................. 169 

Figure 52 Sandy bank on the river Sateska near the village Pesocan ............................................... 170 

Figure 53 Humid meadows and marshy habitats in the remains of Struga marsh near the village 

Radolista ............................................................................................................................................. 173 

Figure 54 Meadows and fields in the zone of Italian and Turkey oak forests before the border-crossing 

Kjafasan. ............................................................................................................................................. 176 

Figure 55 Meadows and remains of chestnut forests in the zone of Italian and Turkey oak forests near 

the village Radozda ............................................................................................................................. 176 

Figure 56 Fields and meadows in the valley of the river Treska near the village Drugovo ................ 178 

Figure 57 Willow belts by the river Crn Drim ....................................................................................... 181 

Figure 58 Spring above the village Radozda with Lemna. ................................................................. 182 

Figure 59 Ibises (Plegadis falcinellus) ................................................................................................ 193 

Figure 60 Land categorization ............................................................................................................ 216 

Figure 61 Overview of forest management units in the contact zone along the route ....................... 233 

Figure 62 Risk of erosion along the route ........................................................................................... 236 

Figure 63 Erosiveness at sections ...................................................................................................... 237 

Figure 64 Alder belt along river Sateska near the village Arbinovo .................................................... 255 

Figure 65 Alder belt along the river Treska ......................................................................................... 255 

Figure 66 Siliceous rocks near the village Pesocan ........................................................................... 257 

Figure 67 Vineyard near the village Meseista ..................................................................................... 259 

Figure 68 Apple orchard in the village Volino ..................................................................................... 260 

Figure 69 Proposal for route redirection near the village Arbinovo to avoid destruction of alder forest, 

marshy habitats and humid meadows ................................................................................................ 262 

Figure 70 Alder woodlot near the village Botun .................................................................................. 263 

Figure 71 Reduction of noise with reference to the source (construction phase) ............................... 281 

Figure 72 Noise decline with reference to source (operational phase) .............................................. 285 

Figure 73 Marshy habitats near the village Arbinovo (alder woods, humid meadows and marsh 

communities) ....................................................................................................................................... 292 

Figure 74 Presentation of rock mass behaviour in mining with NONEL-system and detonation fuse 297 

Figure 75 Presentation of rock mass behaviour in initiation at several drillings with NONEL- system 

and detonation fuse ............................................................................................................................. 297 

Figure 76 Photograph made during mining with NONEL-system ....................................................... 298 

Figure 77 Building insulation to reduce ground vibrations from the nearby railway line by use of 

system of springs (Gerb Vibrations Control Systems) ........................................................................ 300 

Table 1 Description of railway corridor VІІІ ........................................................................................... 49 

Table 2 Current status of railway lines in the Republic of Macedonia .................................................. 53 

8



Table 3 Characteristics of the railway network ..................................................................................... 53 

Table 4 Evaluation of alternatives ......................................................................................................... 71 

Table 5 Registered engineering geological appearances and processes along the route of the railway 

line ....................................................................................................................................................... 120 

Table 6 Hydrogeological appearances ............................................................................................... 123 

Table 7 Classification of waters .......................................................................................................... 135 

Table 8 Measuring parameters of institutions ..................................................................................... 140 

Table 9 Limit values for SO 2 ............................................................................................................... 141 

Table 10 Average annual concentration of nitrogen dioxide for the period 2007-2009 ...................... 142 

Table 11 Analysis of suspended particulate matters sized up to 10 micrometers for the period 2007- 

2009 .................................................................................................................................................... 143 

Table 12 Analysis of carbon monoxide for the period 2007-2009 ...................................................... 144 

Table 13 Analysis of data on ozone for the period 2007-2009 ........................................................... 145 

Table 14 Analysis of sulfur dioxide and smoke for 2006 .................................................................... 147 

Table 15 Average monthly concentrations of sulfur dioxide and smoke for 2006 .............................. 148 

Table 16 Limit values for protection of ecosystems and vegetation ................................................... 149 

Table 17 Limit values for human health protection ............................................................................. 149 

Table 18 Noise levels .......................................................................................................................... 151 

Table 19 Important species of vascular flora in the subject corridor................................................... 184 

Table 20 Overview of important species of insects and some arthropods ......................................... 184 

Table 21 Species diversity (vascular plants) in humid habitats near Belcisko Blato (near the corridor) 

............................................................................................................................................................ 185 

Table 22 Important amphibian species along the route of the railway line ......................................... 190 

Table 23 Important reptile species along the route of the railway line ................................................ 190 

Table 24 Important bird species along the route of the railway line.................................................... 191 

Table 25 Important mammalian species along the route of the railway line ....................................... 193 

Table 26 Valorization of amphibians ................................................................................................... 194 

Table 27 Valorization of reptiles .......................................................................................................... 195 

Table 28 Valorization of bird fauna. .................................................................................................... 195 

Table 29 Valorization of mammals ...................................................................................................... 197 

Table 30 Overview of municipalities and settlements within or affected by the corridor along the route 

of the railway line Kicevo-Lin............................................................................................................... 202 

Table 31 Overview of total population, population by gender and ethnic structure, by municipalities 

and populated places along the railway line route Kicevo-Lin ............................................................ 205 

Table 32 Collective overview of total population, population by gender and ethnic structure, by 

municipalities and populated places along the railway line route Kicevo-Lin ..................................... 207 

Table 33 Overview of population by age groups, by municipalities and populated places along the 

railway line route Kicevo-Lin ............................................................................................................... 208 

Table 34 Collective overview of population by age groups, by municipalities and populated places 

along the railway line route Kicevo-Lin ............................................................................................... 209 

Table 35 Overview of the population by economic activity, by municipalities and populated places 


Table 36 Collective overview of the population by economic activity, by municipality along the railway 

line route Kicevo-Lin ............................................................................................................................ 211 

Table 37 Overview of population, households, number of members per households and dwellings, by 

municipality and populated place along the railway line route Kicevo-Lin .......................................... 212 

9



Table 38 Collective overview of the population by age groups, by municipality along the railway line 

route Kicevo-Lin .................................................................................................................................. 213 

Table 39 Land use in the analyzed corridor of the railway line Kicevo-Kjafasan ................................ 214 

Table 40 Overview of agricultural land by registered land plots, by municipalities and populated places 


Table 41 Collective overview of agricultural areas by registered land plots, by municipalities and 

populated places along the railway line Kicevo-Lin ............................................................................ 224 

Table 42 –Woodstock by Forest Management Units .......................................................................... 232 

Table 43 Composition of crops by growing type ................................................................................. 234 

Table 44 Composition of crops by species ......................................................................................... 234 

Table 45 Characteristics of the forest in the railway line route (along axis) ....................................... 239 

Table 46 Objects of nature .................................................................................................................. 240 

Table 47 Archeological sites ............................................................................................................... 242 

Table 48 Matrix determining the sensitivity of habitats ....................................................................... 253 

Table 49 Average emissions from construction machines ................................................................. 278 

Table 50 Concentration of harmful substances in the air around construction sites .......................... 279 

Table 51 Noise levels from construction equipment ........................................................................... 280 

Table 52 Noise levels from railway line construction sites (15 m from source) .................................. 280 

Table 53 Levels of exposure at noise from different sources of the railway transport ....................... 282 

Table 54 Calculation of reference equivalent noise (15 m from the source) ...................................... 284 

Table 55 Amounts of inert waste ........................................................................................................ 286 

Table 56 List of wastes ....................................................................................................................... 286 

Table 57 Criteria for environmental impact assessment ..................................................................... 290 

10



Environmental Consulting Company 

DEKONS-EMA doo export-import 

No. 03-163 

29.06.2010, Skopje 

Reference no. 01- 45 

Person in charge and expert team involved in the preparation of Environmental 

Impact Assessment Study 

Based on the Contract concluded between DEKONS-EMA 

and Public Enterprise for 

Railway Infrastructure "Macedonian Railways"-Skopje, as Investor, the development of 

Environmental Impact Assessment Study was has been initiated. 

Chapter XI (Environmental Impact Assessment of Projects) of the Law on Environment 

(Official Gazette of the Republic of Macedonia no. 53/05, 81/05, 24/07, 159/2008, 83/09 and 

48/10) establishes the ground for the EIA procedure performance, according to the Decree 

determining projects for which and criteria on the basis of which the screening for an 

environmental impact assessment shall be carried out (Official Gazette of the Republic of 

Macedonia no. 74/05), the activities to be carried out in the frames of the Project - 

Constriction of the Railway Line Kicevo-Lin (border with the Republic of Albania) - belongs to 

the first category, Annex 1, titled: "7(a). construction of transport lines for long-distance railway 

traffic and airports with a basic runway length of 2.100 m or more", which assumes application of 

the procedure for "Notification of the authority responsible for the activity" and "screening of 

the necessity for environmental impact assessment performance" by the competent body - 

MEPP and "EIA Study scoping", upon which the consulting company DEKONS-EMA 

initiated the preparation of the Environmental Impact Assessment Study. 

In the frames of the agreed activity, in the period January-April 2010, field investigation was 

carried out, review of the existing technical documentation on the facilities and manner of 

transport through railway line, as well as analysis of European and international practices of 

this transport mode use. 

The Environmental Impact Assessment Study provides an overview of the current status of 

the sites where the railway line will run, considers alternatives, identifies potential impacts on 

environmental media during the construction phase, operational phase - railway line use, as 

well as post-operational phase and proposes measures for their reduction or mitigation. 

11



The following expert team was involved in the preparation of this document: 

DEKONS EMA: 

- Menka Spirovska, Manager and responsible person for the Environmental Impact 

Assessment Study 

- Maja Kocova, expert from the List of Environmental Impact Assessment experts 

- Julijana Nikova, graduated technologist 

- Elena Jankova, graduated environmental engineer 

EXTERNAL EXPERTS: 

- Bosko Nikov, air, noise; 

- Trajce Stafilov, water; 

- Ljupco Melovski, biodiversity, landscape; 

- Slavco Hristov, biodiversity; 

- Dusko Mukaetov, soils; 

- Mitko Dimov, geology, hydrology; 

- Blagoja Markovski, economic aspects, GIS; 

- Ivan Blinkov, erosion and forests; 

- Aco Trendafilov, erosion and forests; 

- Dragan Kolcakovski, climate; 

- Metodija Velevski, birds; 

- Dejan Mirakovski, vibrations 

Director, 

Menka Spirovska 

12



13



14



List of acronyms 

GGV 

GDP 

BOD 

V 

LV 

HLV 

URE 

BCP 

daN 

dB 

LRT 

ETS 

ERTMS 

Gross Gained Value 

Gross Domestic Product 

Biological Oxygen Demand 

Volts 

Limit value 

High level value 

Upper Rail Edge 

Border control point 

decaNewton 

Decibels 

Long rail tracks 

Electric traction substations 

European Railway Transport Management System 

ЕС 

ЕЕС 

ETCS 

European Community 

European Economic Community 

European Train Control System 

EU 

RS 

RTO 

RTE 

W 

E 

EG 

S 

SE 

SSE 

PE 

kN 

кm 

km/h 

kV 

MR 

MEPP 

European Union 

Railway Station 

Railway Transport Organization 

Railway Transport Enterprise 

West 

East 

Engineering geology 

South 

Southeast 

South- Southeast 

Public Enterprise 

KiloNewton 

Kilometer 

Kilometer per hour 

Kilovlts 

Macedonian Railways 

Ministry of Environment and Physical Planning 

MAFWE 

MPа 

mm 

NSC 

masl 

MVA 

Ministry of Agriculture, Forestry and Water 

Economy 

Megapascals 

Millimeters 

Mercalli scale 

Meters above sea level 

Megavolt ampere 

15



BAT 

EIA 

Best Available Techniques 

Environmental Impact Assessment 

PM 

FMB 

Particulate matters sized ≤ 

10 micrometers 

Forest Management Branch 

RM 

N 

NW 

MMW 

STM 

t 

FC 

TGV 

TPP 

HMA 

HG 

Hz 

COD 

FMUs 

Republic of Macedonia 

North 

Northwest 

North-Northwest 

Synchronized Transport Mode 

Tone/tones 

Freight car 

High-speed trains 

Thermal Power Plant 

Hydrometeorological Administration 

Hydrogeological 

Hertz 

Chemical Oxygen Demand 

Forest Management Units 

16



Non-technical summary 

The purpose of the Project, in accordance with the Project Programme, prepared by the 

Public Enterprise for Railway Infrastructure “Macedonian Railways”- Skopje, is to develop a 

railway line Kicevo-border with the Republic of Albania- Lin. 

The construction of this railway line and other sections missing in Corridor 8, aims towards 

less expensive and faster transport of the population and economic assets. Railway 

connection of Macedonia with the neighboring countries is expected to influence positively in 

terms of enhanced economic activities and trade in the country, neighboring countries 

(Albania and Bulgaria) and the Region. 

The new railway connection will contribute to the improvement of the local population socialeconomic 

condition, particularly in the railway station areas, and thus on a regional level 

(development of the western part of the country), meaning cheaper transportation of people 

and goods. Furthermore, the construction of this railway line will bring about establishing a 

railway connection of Macedonia with Albania, which would enable creating a transport 

connection with the ports of Duras and Valona on the Adriatic Sea. This is of great 

significance for the Republic of Macedonia as a continental country. 

The strategic goals of the Macedonian Government regarding railway transport include: 

Attractive railway service for the passengers, with the advantage of high quality travel 

to the work place, safe travelling possibilities and a guarantee that our transport 

choice will consider environmental conditions, including air quality and noise 

generation. 

Supporting heavy freight trains, used for transport of large amounts of various 

products, through an effective transition from rail to road transport and vice versa. 

Supporting the national industry through enabling a low-cost and effective mode of 

mass transport. 

Macedonia’s geographical position and characteristics determine the strategic need for sea 

access through the territories of its neighbors. Connections to ports on the Aegean and 

Adriatic Seas are of exceptional national importance, especially accessibility to the ports of 

Pirea, Taranto and Gioia Tauro. At present, only the connections with Pirea are adequately 

developed, while those with Duras and southern Italian ports require major development. 

The incomplete east-to-west railway line has a negative impact on rail transport 

competitiveness and the economy of Macedonia, on the whole. The lack of connection with 

the Republic of Albania and the Republic of Bulgaria is a major obstacle in the improvement 

of the exchange market, not only with neighboring countries, but with Eastern Europe 

(Russia, Belarus, Ukraine), Turkey and Caucasus countries, as well. The Republic of 

Macedonia is a land locked country and mass transport should improve by connecting to 

Albania and Bulgaria ports, so from a strategic point of view, the connection with the 

Albanian and Bulgarian railway infrastructure is a significant challenge for the Republic of 

Macedonia. 

The subject of the present Study, the railway line Kicevo- border with the Republic of 

Albania, is designed as an extension of the railway line Skopje- Tetovo- Gostivar- Kicevo, 

and aims to help solve the aforementioned issues. 

Defining of a new European Transport Strategy for Planning in accordance with the EU 

enlargement process was finalized in December 2005, with the publication of the “Peace and 

development networks” report, produced by the High Level Group for “Wider Europe for 

17



Transport”. The Strategy basic goal is to improve the EU connections with new neighboring 

countries, the Far East and North Africa. Stimulating the development of rail freight corridors 

also falls under the priorities of the work group coordinating the Strategy implementation. 

Within that common framework, Corridor VIII is recognized as an integral part of one of the 

five new Transnational European axes- the South-Eastern axis. 

The development of Corridor VIII along axis East-West is an indispensable economic and 

political instrument for the Balkan Region, and helps improve interregional stability. It is also 

associated with expectations for positive influence on the exchange and communications 

between the countries through the territories of which it passes. Connecting the Adriatic with 

the Black Sea leads to great opportunities for economic development. 

Starting from ports Bari and Brindisi in Italy, Corridor VIII passes through Albanian ports 

Duras and Vlora, connecting them with a railway line with the capital Tirana. From there, the 

existing railway connection continues to the Albania-Macedonia border. 

The subject of the present Study, the railway line Kicevo-border with the Republic of Albania, 

will be intended for mixed traffic (passenger and freight). According to technical criteria, the 

line should be a single-track main line with standard track gauge of 1 435 mm for lowest 

nominal speed of 100 km/h and axle pressure of 250 kN. The track is planned to be 

electrified with a single-phase system of electrification 25 kV and 50 Hz. 

In accordance with the Project programme and the adopted division of railway corridor 8 in 

sections, the route of the future railway line Kicevo- border with the Republic of Albania was 

divided in two sections: 

Section 1 

Section 2 

Kicevo- Struga 

Struga- border with the Republic of Albania 

The requirements for performing an Environmental Impact Assessment on certain projects 

are defined in Articles 76-94 of Chapter XI of the Law on Environment (Official Gazette of 

RM no. 53/05; 81/05, 24/07, 159/08, 83/09 and 47/10). “Project” is a term which means the 

development document that provides an analysis and defines the final solutions in respect of 

the use of natural and man made values, regulates the construction of facilities and 

installations, as well as the performance of other actions and activities (such as building 

collectors, construction of roads, expansion/reconstruction of factories and mines, etc.) 

which have an impact on the environment, landscape and human health. 

The types of projects and criteria under which the requirement for environmental impact 

assessment procedure performance is established, are determined by the Government of 

the Republic of Macedonia, at the proposal of the body of the state administration 

responsible for environmental matters according to Article 77 of the Law on Environment. A 

more detailed project definition is specified in the Decree determining the projects and the 

criteria under which the requirement for environmental impact assessment procedure 

performance is established (Official Gazette of RM no.74/05). 

The Decree determining the projects and the criteria under which the requirement for 

environmental impact assesment procedure performance is established recognizes two 

categories of projects: 

− Projects that require environmental impact assessment procedure performance prior to 

reaching decision for their implementation. 

−Generally determined projects, that could have significant environmental impact, based on 

which the requirement for environmental impact assessment procedure performance is 

established, prior to the issuance of decision for the implementation of the Project. The 

18



Project which is the subject of this Study falls under projects for which performance of EIA 

procedure is compulsory. 

Methodology of the Study preparation process includes planning and implementation of 

three main activity groups: 

Activity 1: Gathering data for conducting a Baseline Study 

Gathering data in order to acquire a stock of relevant information and clear picture of the 

environmental conditions and social surroundings is an essential precondition for a 

comprehensive analysis of probable environmental impacts of Project implementation and 

necessary measures for their reduction. 

This activity includes desk work/analysis, as well as field investigation and description of the 

basic environmental condition of the region which is the subject of the project activity. The 

analyses focus on reviewing the available planning and technical documentation, while field 

activities are conducted in order to evaluate the quality of environmental media and natural 

resources in the wider corridor. 

Activity 2: Preparing the Environmental Impact Assessment Study 

The EIA Study is based on the following technical requirements: 

Review of considered alternatives. 

Identification and evaluation of probable direct and indirect impacts during the basic phases 

of the Project Life Cycle: 

Engineering design (planning phase); 

Executing construction works (construction phase); 

Project functionality (operational phase); 

Post-operational phase of the project, 

Cumulative effects assessment. 

Determining applicable measures for probable impacts reduction, advantage given to 

avoidance and prevention measures, and using compensation measures as a permanent 

alternative. 

Establishing an Environmental Management Plan and monitoring the reduction measures 

implementation, for each of the Project phases. 

A) Approach used to determine probable impacts from Project implementation and 

measures for their reduction or avoidance. 

The methodology for identification and assessment of probable environmental 

impacts includes: 

Reviewing published literature (on national and international level); 

Using relevant experiences and knowledge; 

Interviews and conversations with representatives of the Investor and relevant 

organizations/stakeholder groups; 

Review of relevant statistical and cartographic databases and census data; 

Field work and investigations. 

Impacts will be significant if they: 

19



are intensive, in time or space. 

are intensive, regarding the assimilative capacity of the environment and nature. 

exceed the environment standards and thresholds. 

are not in accordance with environmental policies and land use plans. 

have a negative impact on ecologically sensitive and significant areas or natural 

heritage resources. 

have a negative impact on the community lifestyle or traditional land use. 

B) Impact reduction measures 

Environmental impact reduction measures are only necessary if a probability of significant 

damage and irreversible environmental effects occurs. The measures planned in the EIA 

Study are in accordance with the requirements of relevant regulations and policies, as well 

as with the best international practices. 

Impact reduction principles, including their hierarchical organization, are as follows: 

Advantage of avoidance and prevention measures. 

Consideration of feasible project alternatives. 

Identification of standard measures for minimization of every significant impact. 

The measures have to be adequate and financially effective. 

Using compensation measures as a last mean/measure available. 

Activity 3: Consultation and finalizing 

The expert team for the development of this Study is obliged to participate in the process of 

its presentation before the concerned public and in the process of public consultations, as 

well as in the process of adequacy assessment of the EIA Study, which will result in final 

acceptance of the Study by the MEPP. 

The rules and detailed procedures of including the public in the decision making process are 

established by the relevant Macedonian legislation, concerning the EIA. 

Consideration of alternatives is, in practice, often done through “cost-benefit” analysis, 

applied in the selection of the most adequate project solution concerning route variation. 

This, in most cases, means the best solution in terms of investment. 

With regard to strategic studies, special methods are used to broadcast the needs and the 

justifiability of application of specific measures and activities in the domain of transport 

policy. 

It is evident that a few feasibility studies considered the aspects of environmental protection 

as a criterion for selection of a variation/route, which can in further phases be frequent and 

limiting factor. Namely, it often happens that variations selected on the basis of economic 

analysis are unfavorable in terms of possible environmental impacts. In this Study, the 

expert team focused on the analysis of environmental aspects in order to confirm or 

counteract the variations proposed by the designer. 

Description of alternative 1 

The route is divided in two sections: 

- Section 1- from km 115+600 to km 121+000. At km.115 of the route, the line enters a 

tunnel. Lithological units through which it passes include: phylitoides, marbles, 

limestones and diabases. Physical and mechanical characteristics of these rock masses 

are favorable for construction of structures of this type. The aspect that should be paid 

20



greater attention in further phases of investigation is the transgressive boundary between 

limestones and phylitoides, as well as the boundary between diabases and limestones. 

Both can be carriers of big quantities of water which will pose problems during the tunnel 

construction. From km. 121+000 to km. 151+000, the route enters a terrain with much 

less clear inclinations. By several tunnels along the course of the river Sateska, the route 

lowers gently towards the village Messeiste. In this area, there are gullies, temporary and 

permanent watercourses and all of them enter into Sateska river. Tectonics of the terrain 

exists, but due to the coverage with delluvial cover and presence of intense vegetation, it 

is difficult to note. From km.123 to km.132, rock masses through which the route passes 

are basalts, clays, conglomerates, sandstones and marbles. After km.141, the route 

continues along the alluvial area of the river Sateska, but shales taking an anticlinal 

position with reference to Sateska river are found on left and on right of it. 

This part of the terrain is favorable for development of structures of this type, with the 

only remark that it is too narrow for highway and railway line, and therefore the gorge will 

require broadening and cuttings on left and on right of the river Sateska. Generally, the 

part of the route from km 123 to km 139 is favorable without any major problematic 

segments. 

- Section 2- from km 157+000 to km 161 +000, the route proceeds through ravine and 

marshy conditions. The terrain is built of lake sediments, mainly clays, with high water 

level. Struga Fields are cut through with drainage canals, which presently ensure that the 

area is not a marsh. In the lower ground segments (18-19 m), there is a high hydrostatic 

pressure which enables the occurrence of artesian water. The prefix “marshy terrain” 

makes it unfavorable for construction. During the line designing and construction, 

provision has to be made for uninterrupted drainage of the terrain where the line passes 

and serious analysis of the module of the stinginess should be undertaken of the terrain 

through which the route will be passing. From km.161 to km.136, the route runs over 

prolluvial sediments where no particular problems in construction are expected. From 

km.163 to km.164+900, the route passes through marbles, which we also regard to be a 

stable construction environment. After km 164+900, the route enters a tunnel which will 

be opened in a medium of stratified conglomerates and sandstones. Their azimuth is 

eastwards, with a slope angle of around 40 . Besides conglomerates and sandstones, 

there are also phylitic shales and marbles. Azimuth and slope angle of the strata of these 

rock masses are similar with those of conglomerates. The tunnel as a structure exits at 

km 168, and then the route continues into phylitic shales. Foliation of these rock masses 

is under certain angle with reference to the route and it poses no particular problem in 

terms of the line stability. Generally speaking, from km.167 to km.170, the terrain is 

assessed as favorable for development of this type of structures. 

Exploitation conditions – The regime of traffic regulation and monitoring has been 

envisaged to be a modern block system for safety and control. 

The manner of crossing other existing road arteries will be by way of delevelled 

intersection with categorized state and local road infrastructure. 

Electrification system – single phase system with electricity voltage of 25 kV and 

frequency of 50 Hz. 

1.1 Zero alternative 

In case of project non-implementation, the effects would be as follows: 

Unchanged conditions in the transport in this corridor (use of existing road means of 

transportation); 

21



Aggravated transport of passengers and goods. The existing mode of transport does 

not provide high comfort of travel in passenger transport; 

Delayed regional development; 

High transportation costs, with the transport not well organized even at medium long 

transportation distances. The price of transportation results in relatively high 

consumption of fuel per unit transported product or passenger. 

Low level of safety in road traffic compared to railway traffic. 

Use of fossil fuels in transport and low application of the so called “clean” energy 

resources in transportation of passengers or goods/ unchanged trend in the ambient 

air quality. 

Deteriorated quality of all environmental media. 

Characteristics of ecosystems and flora and fauna abundance will remain 

unchanged. 

Although the share of the railway transport in the overall transport of goods and passengers 

is lower compared to road transport, we should point out environmental, spatial, energy and 

other advantages of the railway transport compared to road, namely: 

1. Specific energy consumption: 

- in passenger transport is by 3.5 times lower compared to road transport, 

- in freight transport, it is by 8.7 times lower compared to road transport. 

2. Specific emission of harmful gases compared to the value of all harmful gases in 

traffic: 

- in passenger transport it is by 8.3 times lower compared to road transport, 

- in freight transport, it is by 30 times lower compared to road transport. 

3. Safety in railway transport is by around 24 times higher than the safety in road 

transport. 

4. Space occupation, under equal flow through of the railway, is by 2 to 3 times smaller 

than in the case of highway. 

The above data clearly indicate the advantages of railway compared to road transport. 

The main advantages of this transport system may be summarized into the following 

characteristics: 

Railway allows massive transport which is ranked second immediately after waterway 

transport. The weight of one freight train could range between 300 and 4000 t, and 

beyond. 

Transportation speed at medium long distances (500 to 1000 km) is competitive with 

the speed of air transport – high-speed trains (TGV) reach speeds during the use 

phase of 270 to 300 km/h. With classical passenger trains which run over well 

equipped lines, the speed is between 120 and 160 km/h. Classical freight trains run 

at speeds of 50 to 160 km/h; however, there are many special freight trains today 

which run at a speed of 200 km/h. 

High comfort of travel in passenger transport. The latest high-speed trains are 

equipped with comfortable seats, Internet and audio-visual connections on the seats, 

22



special cars for family travels with various kinds of automatic service, high-quality 

wagon-restaurants, sleeping cars, etc. 

Low transport costs in well organized transport on medium long transportation 

destinations. The low price of the transport results from relatively low resistance in 

movement and low energy consumption per unit transported product or passenger. 

Therefore, this transportation mode is cost-effective in case of massive transport of 

passengers and goods. 

High level of safety in transport compared to other transport modes. 

Apart from the possibility for use of diesel fuels for engines drive in locomotives, 

electricity can be used, too. This characteristic is very important, especially in the 

context of limited oil reserves in the world when we need to use the so called “clean” 

energy resources as much as possible. 

The selection of a specific solution for Section 1-Kicevo-Struga and for Section 2-Struga-Lin 

(border with the Republic of Albania) has got the following general characteristics: 

1. Total track length: 62.594 km 

2. Total route length: 42.117 km = 67.29 % 

3. Length of twists with R < 500 m: 0.000 km = 0.00 % 

4 Length of twists with 500 m ≤ R < 800 m: 10.008 km = 15.99 % 

5. Length of twists with 800 m ≤ R < 1200 m: 3.654 km = 5.84 % 

6. Length of twists with R ≥ 1200 m: 6.815 km = 10.88 % 

7. Longitudinal inclinations i ≤ 12.5 ‰ : 36.898 km = 58.95 % 

8. Longitudinal inclinations 12.5 ‰ ≤ i ≤ 18 ‰ : 12.392 km = 19.80 % 

9. Longitudinal inclinations i > 18 ‰ : 13.304 km = 21.25 % 

10. Total length of bridges and viaducts: 4.498 km = 7.19 % 

11. Total length of tunnels: 12.374 km = 19.77 % 

17. Nominal speed 100 km /h 

Category of railway line – Based on the importance and function within the railway 

network, defined in the National Transport Strategy, the subject railway line is ranked as 

main line for international mixed passenger and goods transport line and thus it has to 

comply with the conditions specified in international agreements. 

Category of the terrain for the selected alternative – From Kicevo to the village 

Messeiste, the terrain is characterized with hill and mountainous nature with presence of 

high hills and deep dales. From the village Messeiste to the village Kalista, the route 

stretches over ravine and marshy type of land. From the village Kalista to the border with the 

Republic of Albania, the terrain is hilly and mountainous with clearly huge steep slopes, 

dales, hills, taluses and gullies. 

23



Engineering geological characteristics - In general terms, routes pass through highly 

coherent rock masses, medium to poorly coherent rock masses and non-coherent rock 

masses. Highly coherent rock masses - represented with phylites, phylitoides, marbles, 

diabases, metarhyolites and shales. They constitute a favourable medium for construction, 

but care has to be taken of the shale nature, foliation and stratification aspects. Poorly to 

medium coherent rock masses are Triassic and Pliocene sediments (claystones, 

conglomerates, sandstones and clays). Such rock masses are generally considered as 

unfavourable for construction and therefore they should be treated with special approach. 

Besides these poorly coherent rock masses, there are also lake sediments of Quarternary 

age represented by clays, dusty to sandy clays, sands and sludge ribs. We assess this 

medium of lake sediments as unfavourable. The unfavourability is especially present at 

places of high water level. Non-coherent rock masses - this group incorporates Quarternary 

(alluvial) sediments. They occur in the riverbeds of the river Treska and along the course of 

Sateska river. They constitute a favourable medium for construction. 

The line will be intended for combined transport (freight and passenger), with prevailing 

freight transport. It will be designed as single-track of standard gauge equal to1435 mm; 

Nominal speed will be 100 km/h for passenger and freight transport and consequently the 

minimum elements of horizontal twists are min. R=500 m and Lp=140 m; The maximum 

qualified longitudinal inclination will amount 25‰, taking into account that the subject terrain 

in which the route will be designed is difficult mountainous one. The minimum radius of 

vertical twists is 10 000 m; Electrification system 25 kV, 50 Hz. Nominal speed of 100 km/h 

for contact network and equipment of the contact network, supply and control of the traction. 

Communication system with optical cable GSM-R (GSMR-Raylwas) (wireless 

telecommunication platform developed specially for railways) for conversational link and data 

transmission; Signalization – Electronic centralization, facilitating remote control; Automatic 

blocking system (without blocking signals); European Railway Transport Management 

System (ERTMS)/European Train Control System (ETCS) level 1, Transmission System 

CTM 16 (synchronized transport system); 

Track subgrade gauge of 6.00 m; Protection layer against freezing of 50 cm; Thickness of 

ballast prism – minimum 33 cm, under the lower edge of the sleeper in transversal crosssection 

under the rail; Module of sub-base compressibility Е 0 = 30 МРа; Module of subgrade 

compressibility Е пл = 60 МРа; 

Welded rails in LRT , rail type С 49 on reinforced concrete prestressed sleepers of the type 

MP94 fixed by elastic fixing accessories and laid onto ballast prism, of an average thickness 

of 35 cm, beneath the pressing surface of the sleeper; 

Drainage system – concrete drains and drainage elements, as required 

Distance between tracks, as well as minimum distances to the structures in official places 

will comply with the Rulebook on superstructure designing; 

Height of platform above URE-min. 55 cm; Length of platforms-min. 220 m for intersections 

and 400 m for stations; 

During designing, the signed intergovernmental agreements and protocols for railway 

connection establishment will be observed; 

During designing, the agreed border stations on Macedonian and Albanian side, 

respectively: Struga and Lin, will be respected. Standing point on the border between the 

two countries will be specified additionally. 

24



Section 1 

Section 1 will extend from the railway station Kicevo at km.102+600, which is at the moment 

the final station of the line Gjorce Petrov-Kicevo, up to the future railway station Struga, to 

km.156+238.19. The railway station Struga will be part of the second section, Struga-border 

with the Republic of Albania. This division serves the purpose/possibility for the final part of 

the route to become operational in case of possible phased construction of the line. This 

means provision of the commencement of construction in the opposite direction, i.e. from Lin 

(border with the Republic of Albania) towards Kicevo. 

Section 2 

Section 2 starts from km 151+000.00, at 690 m. Before the railway station Struga route from 

km.151+000.00 to km.164+730.09 

Through the first 5.5 kilometers the route is located in a flat part i.e. it passes through the 

Struga valley. The second part of the route is mountainous up to the agreed junction point 

with the Albanian side. 

Description of the environment 

In terms of geostructure, the territory through which the railway corridor Kicevo-Lin (Albania) 

passes, belongs to the West Macedonian Zone, which is in the Neogene (Quarternary 

period) and is under the influence of the minimum horizontal stress component in East- 

Northeastern-West-Northwestern direction and the maximum component in vertical direction. 

This regime has brought about a gravitational activity of thrust dislocations, either as a 

reactivation of pre-neotectonic (Drim Zone) forms or newly created forms. Thrust activity is 

directly linked to the formation of morphostructural units, which coincide with the thrust 

contours. The most distinguished positive morphostructural units, along the railway corridor, 

are the Ilinski Block, a small part of the peripheral southern part of the Jablanica Block and 

the peripheral North- Northwestern part of the Galicica Block. Depressions (grabens) found 

along the corridor are: the Kicevo valley, the Belcista (Debrca) valley and the Ohrid-Struga 

valley. 

In order to describe the climate along the railway corridor Kicevo-Lin (Albania), the climate 

conditions in the Kicevo valley are presented, as a starting point of the corridor and climate 

conditions in the Ohrid-Struga valley (final part of the corridor). Meanwhile, the basic climate 

indicators in the Debrca valley (743 m) do not differ much from the Ohrid-Struga valley (695- 

769 m) - in fact they are much more similar than the ones in the Kicevo valley (620 m). 

The average annual air temperature in the Kicevo valley is 10.8˚C, but in certain years it 

varies from 10.1 to 11.8˚C. July is the warmest month with 20.6˚C, i.e. 1˚C cooler than the 

same month in the Prilep Field. The average annual temperature oscillation is 20.7˚C. 

The annual precipitation in the Kicevo valley usually consists of rain and a small portion of 

snow. The total precipitation in the Kicevo valley is higher than in the Pelagonia and Ohrid- 

Struga valley. Distribution of the precipitation belongs to the Mediterranean pluviometric 

regime, meaning that a large amount of it falls during the cold part of the year. 

Prevailing winds in the Kicevo valley are those coming from the north and south. The most 

frequent is the north wind, with an annual average of 161 ‰. It occurs throughout the year, 

but most frequently during the winter months. 

25



The average autumn frost date in the Kicevo valley is 31 October, and its earliest 

appearance is on 30 September. The average spring frost date is 8 April, and its latest is 10 

May. 

A larger part of the Ohrid-Struga valley is under water (Ohrid Lake / 348.8 km 2 ). It has the 

same latitude as Pelagonia, but its altitude is about 695 to 760 m at an average. 

Through the Drim valley, the Ohrid-Struga valley is exposed to the north and due to that, 

cold air masses penetrate during the winter period, lowering the air temperature, while 

during the summer period there are Mediterranean influences. 

The average annual temperature in Ohrid is 11.2 0 C, while in Struga it is 10.9 0 C. The average 

January temperature in Ohrid is 1.7 0 C, in Struga 1.1 0 C; the average February temperature in 

Ohrid is 3.1 0 C, and in Struga 2.5 0 C, and the average December temperature in Ohrid is 

3.8 0 C, and in Struga 3.1 0 C. However, during the summer, the difference in air temperature 

between Ohrid and Struga is very small. In July, Ohrid is warmer than Struga by only 0.2 0 C, 

and in August by only 0.1 0 C. 

During winter, despite the Lake’s thermal influence on the air temperature, minimum air 

temperatures drop far below 0˚C. Absolute minimum temperature in Ohrid was -17.2 0 C, then 

16.6 0 C on 14 January 1968, etc. In Struga, the absolute minimum temperature was -20,0 0 C, 

recorded on 20 January 1963, then -19,0 0 C on 22 December 1967, etc. 

Precipitation in the Ohrid-Struga valley is conditional upon the Mediterranean pluviometric 

regime. A larger amount of the annual precipitation falls during the cold part of the year, with 

maximum in late autumn, and a smaller amount during the warm part of the year, with 

minimum in the summer months. The average annual precipitation amount in the Ohrid area 

is 708.3 mm, while in the Struga Field it is 810.9 mm. 

The Ohrid valley is characterized with a particular wind regime, conditioned by the Lake. 

Apart from winds appearing due to general atmospheric changes, winds of local nature also 

appear here, as a consequence of uneven air warming over land and lake surfaces. The 

winds in the Ohrid valley have their local names, given to them according to their blowing 

direction or by the Ohrid fishermen. 

According to data from the measurement point in Ohrid, the average autumn frost date is 15 

November, and the spring one is 6 April i.e. the average frost period is 143 days. The 

earliest autumn frost date is 5 October, and the latest is 18 May. 

The evaporation rate from the free water surface in the Ohrid valley is higher than the rate 

of fallen precipitation. The average annual evaporation rate is 836 l/m 2 , and the annual 

precipitation rate is 708 l/m 2 . The evaporation rate is highest in August (137), then in July 

(132), and lowest in January with 27 l/m 2 . 

Fog rarely occurs in the Ohrid valley. There are five foggy days a year at an average, mainly 

during the three winter months. 

The wider area of the route of the line, starting from the railway station Kicevo (station 

102km+000, to station 128km+850), with a length of approximately 29 kilometers, belongs to 

the sheet of Kicevo in the Basic Geological Map, scale 1:100.000. Within this sheet (from 

oldest to youngest), the following geological (lithological) units have been identified: 

Paleozoic metamorphites and magmatc rocks (Devonian). 

Complex of mesosoic sediments and magmatc rocks. It is represented by Triasic, 

Jurasic and Upper Chalk sediments, as well as magmatic rocks 

Tertiary and Quarternay sediments 

26



The area of the route of the line (from the station 128km+850 to the end of the line route – 

the border with the Republic of Albania, station 170km+000), with a length of approximately 

42 km, belongs to the sheet of Ohrid in the Basic Geological Map, scale 1:100.000. Within 

this sheet (from oldest to youngest), the following geological (lithological) units have been 

identified: 

Paleozoic metamorphites and magmatc rocks (Devonian). The overall thickness of 

these formations reaches around 2000 m. 

Complex of Mesozoic sediments. It is represented by Triassic, Jurassic and Upper 

Chalk sediments. 

Tertiary and Quarternay sediments. 

From engineering - geological point of view, the terrain along the route of the line consists of 

(1) non coherent, (2i) poorly coherent and (3) highly coherent rock masses. 

The area of the railway line route belongs to the Western Macedonian zone, characterized 

with fine plicative structures and radial tectonics. 

Structures in Western Macedonian geotectonic zone extend along NW-SE to NNW-SSE 

directions. Tectonic development is connected with two major orogeneses: Herzine and 

Alpine orogenesis. 

Occurrence of disastrous earthquakes reaching epicentral intensity up to X MCS-64 and 

magnitude to 7,8 (the highest magnitude observed ever on the Balkan Peninsula), is 

frequent in this region. 

The rote of the line, except several sections which pass through mountainous area, runs 

through colluviums and alluviums of Kicevo, Izdeglavje, Belciste and Struga valleys. 

These deposits host colluvial soils, colluvial soils with signs of lessening, cements, alluvial 

alluvial with well expressed signs of hydromorphism, and marsh-gley soils, while the 

siliceous substrates, depending on vegetation and altitude, as well as the stage of 

pedogenesis, have the following types: brown forest soils, litosols and regosols. On 

calcareous rocks, the following types have been recognized: brown forest soils on 

calcareous and dolomite (calcokacambisols) and calcareous dolomite chernosems 

(calcomelanosols). 

The wider area of the route corridor of the railway line Kicevo- Albanian border is a part of 

the territory of two bigger regional watershed areas: 

Watershed area of the Treska river, the following watercourses gravitate in the upper 

course of the river: (1) Studencica river, formed north of the village Dobrenoec, i.e. it is 

uncaptured remain of the spring Studencica (the waters of which are captured by the 

regional water supply system supplying water to several municipalities); (2) Brzdanska river 

and (3) Ehlovecka river; 

Watershed area of the Crn Drim river, from its outflow from Lake Ohrid up to the artificial 

accumulation Globocica, the following watercourses gravitate: (1) Sateska River, the largest 

tributary of Crn Drim river. Rivers flowing into it are: Bigorstica, Golema Reka, Gorna Reka, 

Vilipica, Mala Reka, Pesocanska Reka, the Matica Canal (composed of the rivers Slatinska 

Reka, Ozdolenska Reka and Sosanska Reka), rivers Kocunska Reka, Kochanska Reka, 

Zletovska Reka, Golema Reka and Graiska Reka; then (2) Belicka Reka, which is 

uncaptured remain of several karst aquifers above the village of Gorna Belica, the waters of 

which are captured for water supply of the city of Struga and the surrounding villages); (3) 

Sum River, formed from the karst aquifer of the same name; (4) Vevcani River, formed from 

the karst aquifer above the village of Vevcani and (5) Susica River, formed west of the 

village of Visni. 

27



Level fluctuations of these watercourses are within the hydrological cycle. However, during 

periods of high water level, some of the watercourses tend to overflow their banks, and form 

temporary lakes, on smaller or larger surfaces, all along their course. 

Most of their drainage surface is covered with oak and beech forest and pastures. The 

hydrographic network is composed of multiple aquifers, small watercourses and gullies. The 

waters of the river Studencica are used for water supply of urban centers Kicevo, 

Makedonski Brod, Prilep and Krusevo, and other smaller populated areas. This water is 

categorized as second-class. 

The cities of Kicevo, Makedonski Brod, Prilep, Krusevo, as well as several villages situated 

near the water supply pipelines in the Kicevo and Prilep regions, receive their water through 

the water supply system “Studencica”. 

The system was built for a capacity of 1500 l/s, and uses Studencica’s spring water, which, 

in terms of affluence, ranges between 450 and 4300 l/s. The pipelines, from the source to 

the populated areas, are made of steel and have a total length of 100 km. 

In time of maximum water consumption, but minimum spring affluence, the system does not 

satisfy the water demands in connected areas. Still, it is important to note that the water 

quality at the very source of the Treska River has not changed in years. It complies with all 

the criteria for first category quality. 

The water quality at the measurement point below Kicevo- Bigor village- Dolenci, often 

deviates from the quality allowed, regarding organic and microbiologic pollution, as a result 

of wastewaters from the city of Kicevo. 

Part of the precipitation infiltrated under the ground surface constitutes ground waters. 

Their movement inside the ground and through rock masses is slow with minor or major 

delay. At suitable places, they emerge on the surface and enrich surface waters. 

The aquifer Dolno Popolzani is situated in the village of Dolno Popolzani- Kicevo, about 200 

m south of the Treska River. The yield of this aquifer varies during the year, ranging from 

200 to 1000 l/s. The aquifer is in the midst of Devonian limestones and has an altitude of 640 

m above sea level. 

Spring, ground and surface waters or a combination of the above are used for water supply 

of populated areas. 

The Hydrometeorological Administration has set two measurement points in the Ohrid- 

Struga region (Crn Drim basin). They are located in the construction zone of the Kicevo- 

Kjafasan railway line: SP60018–Kalista, Ohrid Lake and SP60019– Struga, Crn Drim River. 

The water of Ohrid Lake is controlled at four more measurement points: SP60012– St. 

Naum, SP60015– Metropol Hotel, SP60016– the City of Ohrid and SP60017– City Beach. 

According to assessments, it has been established that the water of the Crn Drim River, near 

its outlet from Ohrid Lake, is relatively pure and can potentially be affected by municipal and 

industrial wastewaters from the cities of Ohrid and Struga, particularly those that have not 

passed though the collector system and water treatment system. 

Data from the MEIC monitoring system at the Ministry for Environment and Physical 

Planning has been used for this Study, and the air quality along the railway track has been 

measured for particulate matter. 

Environmental noise emission is primarily correlated with technology, industry and transport 

development. 

28



Noise nuisance means annoyance, caused by the emission of a frequent and/or prolonged 

sound, generated at certain time and place, which impedes or influences everyday activity 

and work, concentration, rest and sleep. 

Noise nuisance is defined by the level of noise annoyance of the population specified 

through terrain measurements and inspections. The limit values of basic environmental 

noise indicators are established in the Rulebook on limit values of noise levels (Official 

Gazette of RM. 147/08). 

In absence of a developed state monitoring network, for the subject location wider area, 

there is no data from environmental noise levels measurements. Consequently, there are no 

noise management planning documents, i.e. a strategic map and action plan. 

Biogeographical characteristics of the area are presented through the division of biomes by 

Matvejev (Matvjev 1995: in Lopatin & Matvejev 1995; Matvejev & Puncer 1989) and in 

accordance with climate-vegetation-soil zones (regions) by Filipovski at al. (1996). 

According to the division of Matvejev & Puncer (1989), the corridor of the planned railway 

line Kicevo-Radozda belongs to the biome of South-European, primarily deciduous forests 

and biome of sub-Mediterranean, mostly deciduous forests and shruberries. 

Biome of sub-Mediterranean, mostly deciduous forests and shruberries spreads over 

most of the investigated corridor. The most outstanding characteristic of climate is well 

expressed arid period in the course of summer, while maximum precipitations take place 

during spring and autumn. More thermopile segments of Kicevo valley, the valley of the river 

Sateska in Ohrid gorge and shore area of Ohrid Lake between Struga and Radozda are 

situated here. This biome includes also most of the areas adjacent to the route of the 

planned railway line. From among plant communities specific for this biome, we find 

Quercetum frainetto-cerris, as well as elements of Querco-Carpinetum orientalis (on lower 

parts) along the line. All biocenoses are characterized with the animal life forms 

Xeroaestisilvicola and Xeroaestidrymicola (Matvejev 1995). Plants, besides trees, are 

dominated by terophytes and criptophytes. Plant species most specific for the biome of sub- 

Mediterranean, mostly deciduous forests and shruberries, in the observed corridor, include: 

Quercus pubescens, Quercus frainetto, Quercus trojana, Quercus cerris, Carpinus orientalis, 

Ostrya carpinifolia, Corylus colurna, Crataegus orientalis, Acer tataricum, Acer hyrcanum, 

Acer monspessulanum, Syringa vulgaris and Tilia argentea. 

The most specific vertebrate species include: 

Amphibians and reptiles: Testudo hermanni, Lacerta trilineata and Ablepharus kitaibelii. 

Birds: Parus lugubris, Dendrocopus syriacus, Ficedula semitorquata, Streptopelia decaocto 

and Accipiter brevipes. 

Mammals: Dryomys nitedula, Apodemus flavicollis, Glis glis and Erinaceus roumanicus. 

The most important habitats found within the analyzed corridor are the following: 

Habitats: Italian and Turkey oak forests, forests of Hop hornbeam (Ostryo-Carpinion 

orientalis), forests dominated by Macedonian oak (Quercus trojana), as well as alder belts 

along rivers and riverby belts of willows and poplars (listed in Annex I of the EU Habitat 

Directive). 

Seminatural and antropogeneous habitats: degraded forests of Hop hornbeam, Acacia 

plantations, orchards under apricots, peaches, almonds, walnuts and quinces, vineyards, 

fields with/without boundaries, alleys, gardens, villages, towns. 

29



Biome of South European mostly deciduous forests occupies the highest parts of the 

observed corridor. From among plant communities specific for this biome, Sessile oak forest 

(Orno-Quercetum petraeae) can be found within the boundaries of the corridor. 

Animal life forms specific for the observed area include Theroaestisilvicola and 

Herboaestisilvicola (Matvejev, 1995),minor share of evergreen phaerophytes is characteristic 

here. The most important plant species in this biome include: Quercus petraea, Fagus 

sylvatica, Carpinus betulus, Corylus avellana, Berberis vulgaris, Sorbus aucuparia, 

Evonymus europaea, Acer campestre, Acer pseudoplatanus, Sorbus torminalis, Tilia 

platyphyllos, Ligustrum vulgare, Viburnum opulus, Prunus avium and Convallaria majalis. 

Specific vertebrate species are the following: 

Amphibians and reptiles: Triturus cristatus, Salamandra salamandra, Rana dalmatina, 

Hyla arborea, Anguis fragilis, Lacerta agilis, Natrix natrix. 

Birds: Phylloscopus sibilatrix, Turdus philomelos, Parus caeruleus, Phoenicurus 

phoenicurus, Erithacus rubecula, Dendrocopus leucotos, Coccothraustes coccothraustes, 

Strix aluco. 

Mammals: Capreolus capreolus, Clethrionomys glareolus, Glis glis, Muscardinus 

avellanarius. 


Natural habitats: Sessile oak forests, woodlots, rivers and clearings within oak forests. 

Seminatural and antropogeneous habitats: degraded forests, meadows, orchards under 

apples, plums, pears, cherries, meadows under alfa-alfa, fields under wheat crops, gardens, 

alleys and several villages. 

According to the division made by Filipovski et al. (1996), there are eight climate-vegetationsoil 

zones in Macedonia. Most of the corridor of the planned railway line Kicevo-Radozda 

belongs to the warm continental area. Much smaller part belongs to the cold continental 

area. Elements of continental sub-Mediterranean area occur near Kicevo and Struga. 

The following specific habitats with specific ecosystems have been considered: 

Zonal natural forests (Downy and Hop hornbeam forests, Italian and Turkey oak forests, 

Chestnut forests, Sessile oak forests) 

Azonal forests (Alder belts and woodlots, Willow belts, remains of marshy oak forests). 

Open areas - pastures; Rocky areas; Calcareous rocks and rocky grounds; Siliceous 

rocks; Wetlands; Ohrid Lake; Rivers and streams; Springs and wells; Swamps and 

marshes; Reeds (Scirpeto-Phragmitetum W. Koch); Caricetum elatae W. Koch 

lysimachietosum Mic; Cyperetum longi Mic; Sparganio-Glycerietum fluitantis Br.-Bl. 

1925; 

Antropogeneous habitats (Woodlots and plantations-black pine plantations, meadows, 

agricultural habitats, fields, gardens, vineyards, orchards, urban and urbanized areas as 

habitats, populated places and settlements). 

Within the observed corridor, there is a low number of habitats. Some of these habitats are 

listed in Annex I of the EU Habitat Directive 92/43/ЕЕС, which means that EU Member State 

or accessing country (like Macedonia) are obliged to protect them. Some of these habitats 

are frequently found and widely spread in Macedonia. Apart from this, some habitats enjoy 

conservation priority in EU (marked by “*”), i.e. they require designation of special 

conservation areas (Natura 2000). 

30



Italian and Turkey oak forests. Although listed in Annex I of the EU Habitat Directive 

92/43/ЕЕС, these forests are widely spread in Macedonia, especially in its western parts. 

They even build up uninterrupted climatezonal belt between 700 and 900 m a.s.l. Forests 

within the observed corridor are mainly well developed, however under strong pressure of 

forestry activities. These forests in the vicinity of the village Slivovo were affected by forest 

fire. 

Chestnut forests. Chestnut forests in Macedonia are mainly spread in western parts, from 

Shar Planina Mt. to Jablanica, but they also occur in southeastern part of Macedonia 

(Belasica). They are listed in Annex I of the EU Habitat Directive 92/43/ЕЕС. Within the 

investigated corridor, they occur between village Radozda and Macedonian-Albanian border. 

Alder belts and woodlots. This habitat is considered as priority habitat type (*) for 

conservation under EU Directive 92/43/ЕЕС. The alder woodlots are of particular 

importance, as they are almost entirely extinct in other parts of Macedonia. Alder belts grow 

almost along all rivers and streams in the observed corridor. Woodlots were found near 

villages Arbinovo and Botun. Alder stands, as well as other riparian habitats, have very 

important ecological function in preventing and mitigating floods, reduction of the pollution, 

being natural corridors for the movement of animals and have some other specific roles in 

mineral matters movement. 

Willow belts. Willow belts occur much less within the investigated corridor than alder belts, 

and therefore their significance is lower. They are listed in Annex I of the EU Habitat 

Directive 92/43/ЕЕС. Segments that could compose forest stands have not been identified 

within the investigated corridor, while they enjoy priority for conservation under the EU 

Directive 92/43/ЕЕС (*). 

Remains of woodlots of marshy oak. As already indicated in the text above, the only 

recorded remain of woodlot of marshy oak is located in the village Moroista, which is out of 

the observed corridor. However, there is a possibility to find other individual trunks or minor 

groups along canals and marshy areas between the village Volino and village Moroista. 

Communities of marshy oak in Macedonia are exceptionally rare and very important for 

habitat and species diversity. 

Calcareous rocks. Calcareous rocks in lower parts of Macedonia are substrate onto which 

rare and endemic hasmpophyte species grow. They are listed in Annex I of the EU Habitat 

Directive 92/43/ЕЕС. Within the investigated corridor, calcareous rocks occur between the 

settlement Elen Kamen and village Radozda. Apart from their biological importance as a 

habitat for typical vegetation, plants and birds, calcareous rocks within the corridor of interest 

are exceptionally important also in the context of conservation of cultural and historical 

monuments. 

Siliceous rocks. Siliceous rocks are listed in Annex I of the EU Habitat Directive 

92/43/ЕЕС. However, siliceous rocks are of minor importance in the observed corridor 

because of the small areas they occupy. 

Reeds. Reeds are habitats providing high biological diversity. As a result of 

hydroamelliorations in the past, large portions of areas under reed have been destroyed. 

Such is the case of Struga Marsh which has been almost completely destroyed. Very small 

fragments are found between villages Kalista and Radolista and the city of Struga. Reed 

remains occur between village Volino and village Moroista, as well as along the shore of 

Ohrid Lake, near the village Radozda. 

Along the route, we can distinguish three to four landscape types, ranging from purely 

cultural, through dominantly cultural to less or more natural characteristics. The specific 

natural vegetation providing the external outlook or natural or slightly modified landscapes is 

31



described in the chapters on biogeographical characteristics of the area along the route and 

on the habitats of plant communities. Clearer spread of biomes or zones largely overlaps 

with the spread of landscapes. Geographical characteristics of the relevant spatial entireties 

are presented in more detail in the respective chapters. 

The area along the route of the railway line Kicevo-Lin hosts 26 populated places. Among 

them, Kicevo and Struga are urban settlements, and the rest are rural. According to data of 

the Census conducted in 2002, the number of population in these populated places is 

60.992 inhabitants, out of whom 43.626 live in cities and others (17366) are distributed in 

rural settlements. One of the settlements has population between 0 and 10 inhabitants, 

seven settlements have from 10 to 100 inhabitants, four have 100 to 300 inhabitants, one 

300 to 500 inhabitants and 13 have more than 500 inhabitants. Density of population is in 

line with this data, and in the areas of the villages in Debrca it is below 10 inh./km 2 which is 

relatively low. On the other side, along the corridor of the railway line, in Struga Fields area, 

there is a density of population of around 350 inh./km 2 , and thus we may conclude that the 

area is rather densely populated. The relatively high number of settlements with less than 

100 inhabitants, in the context of demographic development, is rather concerning, because it 

would be realistic to expect full depopulation of these settlements in the near future. Such 

places include Vidrani and Judovo in the area of Kicevo and the group of rural settlements in 

the Municipality of Debrca, such as Arbinovo, Izdeglavje, Novo Selo, Pesocani, Slivovo and 

Turje, which are rather degraded in demographic and economic terms. 

Ethnic structure of the population along the route of the railway line Kicevo-Kjafasan is 

heterogeneous. Around 53% of the population are Macedonians, 35% Albanians and the 

remaining 12% are Turks, Macedonian of Muslim religion, Vlachs, Roma, etc. Settlements 

along the route of the railway line from Kicevo to Struga are populated by Macedonians, 

while the section from Struga to the village Radozda is dominated by Albanian, Roman, 

Turkish, Vlach and other population. 

The age structure of the population is the main determinant on which the vitality of the 

population depends. In this specific case, it is notable that most of the populated places are 

characterized with significantly higher share of mature and particularly old population. In 

rural settlements, especially those with less than 100 inhabitants, there is almost no young 

population belonging to the age group of 0-19 years. 

Economically inactive population accounts for 55%, i.e. more than economically active 

persons whose share is 45%. If we take the unemployed persons out of the economically 

active population, we may conclude that as low as 28% are persons performing profession 

and they support the entire remaining population. 

The number of members per household is relatively low, basically less than 4 members per 

household, including urban environments. This problem is significant in rural settlements 

where the number of members per household is around 2, and in high number of cases it is 

less than 2. This is especially articulated in the populated places Popolzani, Vidrani, Brzdani 

and Judovo in Kicevo area and the group of villages in the area of Debrca, such as 

Arbinovo, Botun, Izdeglavje, Novo Selo, Pesocani, Slivovo and Turje. This means that high 

proportion of the households have weak economic ability to work. The problem of single 

member households exists, too. 

The analyzed area within the corridor Struga-Kjafasan is 6027 ha (Table 39). This area 

should be supplemented by the part of forest habitats, above the tunnel Judovo-Slivovo (353 

ha), by which the overall area of the corridor reaches 6380 ha. Most of this area is made of 

forests (41,7%) and agricultural land (39,8%). There, Italian and Turkey oak forests are 

predominant covering an area of 2507 ha. To the forest land, we can also add riparian alder 

32



forests covering 131 ha or 2% of the total area of the investigated corridor, which although 

occupying small areas are very important in terms of biological diversity conservation. 

Agricultural land is dominant mainly in Struga Fields. Major part of it is represented by huge 

complexes of fields covering the former Struga Marsh. Therefore, remains of marshy 

habitats are frequently found within agricultural areas. Due to the nature of the territory 

(mainly mountain areas), cultivable land covers around 1/3 of the territory of the settlements 

within the corridor or 9180.5 hectares. Fields of 7205.2 hectares are dominant, followed by 

orchards of 844.7 ha, meadows of 740.7 ha, etc. Most of the cultivable land is privately 

owned. As a result of the changed lifestyle and activity of the population in the course of the 

past several decades, part of these territories is not cultivated in practice, and we can be 

free to conclude that such areas can be added to uncultivated areas, especially areas under 

pastures and forests. 

Uncultivated area (pastures, forests, reed marshes and swamps, barren land) occupies 

around 2/3 of the territory along the route of the railway line Kicevo-Lin. The larges areas are 

under forest -12337.8 ha, followed by 2782.4 ha under pastures, 2265.6 ha barren land, etc. 

Major part of uncultivated land area is socially owned, or precisely around 1/4 of the 

mentioned area is privately, and 3/4 socially owned. This applies in particular on populated 

places in Kicevo area and the area of Debrca, where areas of the populated places are 

dominated by hilly and mountainous characteristics of the land. Private sector has bigger 

share in rural areas of Struga Fields, so that 1/2 of the settlements' areas are in private, and 

the rest in social ownership. 

In the context of the above described situation, practical extension of the railway line through 

Struga Fields, with a length of around 20 km, will affect around 1000 hectares privately 

owned land within the corridor itself, part of which will have to be subject to expropriation of 

land, which assumes expenditures to regulate the matter. This process will inevitably be 

carried out along the whole route of the railway line; however, given the configuration of the 

relief and the size of land lots under forest, pastures, barren land etc., in the area of Kicevo, 

Debrca and around the section leading to the border with the Republic of Albania, the issue 

will not be very difficult. The statement can be supported by the fact that the route of the 

railway line in these areas passes through tunnels and bridges, which makes the need for 

land expropriation significantly smaller. 

Economic infrastructure within the direct corridor of the railway line route Kicevo-Lin, 

considering the geographic characteristics of the area, is not well developed. Most of the 

corridor passes through economically underdeveloped rural areas, such as the section from 

the village Drugovo to the village Meseista and section from Radolista to Radozda. In these 

areas, primary activities of the agricultural sector (farming and fruits growing with 

insignificant areas under gardens) and forestry (as natural resource which in circumstances 

of abandoned and demographically exhausted settlements is exploited in an uncontrolled 

manner by forest enterprises and illegal wood cutters), are predominant in these areas. 

Livestock breeding, in conditions of settlements depopulation, is not developed except to 

satisfy certain insignificant own needs. In the sphere of the secondary sector, the mentioned 

section of the route does not have industrial facilities. 

The institutional infrastructure in populated places of the immediate corridor of the railway, 

except in some settlements in Kicevo area (Vidrani, Judovo) and Debrca (Turje, Slivovo, 

Arbinovo, etc.), is represented by schools, outpatient clinics, commercial facilities, post 

offices, petrol stations and some catering and touris facilities in almost all bigger populated 

places. Within the areas of the cities Kicevo and Struga and some of the settlements 

situated close to the Lake of Ohrid, there are also some other institutional infrastructure 

33



facilities in the sphere of banking, tourism (hotels, motels, holiday resorts, etc.), as well as 

social, cultural and other facilities. 

Linear infrastructure along the railway line route Kicevo-Lin consists mainly of national, 

regional and local roads, and water supply and electricity infrastructure at certain locations. 

The route of the planned railway line intersects at several points with national and regional 

roads. To be more specific, near the village Popolzani, it intersects the national road Kicevo- 

Ohrid, and then again on the section in Botun Gorge. Then, the railway line intersects the 

regional road Struga-Debar, immediately next to the city of Struga and again on the national 

road Struga-Kjafasan near the village Frangovo. On the way, there is a number of 

intersections with local roads in Debrca area and Struga Fields, such as intersections with 

the local road passing through the villages Arbinovo, Izdeglavje, Novo Selo, Belcista, Volino, 

Moroista, Zagracani-Sum, Kalista and other less significant roads. This set up will have 

certain impacts on the existing communication of the settlements with national roads and 

through them with urban settlements situated close to the railway line. In this regard, 

appropriate technical measures for establishment of uninterrupted natural communication on 

both sides of the line will be necessary. 

Within the corridor - the railway line route Kicevo-Radozda, in the contact zone of 500 m on 

left/right, there are 6 (six) forest management units (FMU), and three more are located in the 

immediate surrounding. Forests within those FMUs are mostly used for commercial 

purposes and mainly in state ownership. All state owned forests are managed and operated 

by the Public Enterprise "Macedonian Forests", through the following forest management 

branches (FMB): 

- FMB “Lopusnik” – Kicevo (3), 

FMU Mazatar; FMU Drenovo, FMU Belicka Reka-Preseka 

- FMB “Galicica“– Ohrid (2) 

FMU Slavej 1, FME Volnista 

- FMB “Karaorman“–Struga (1) 

FMU Jablanica-Radozda. 

The forests in private ownership, the share of which is low, but very significant in terms of 

expropriation, are manged by their owners. Part of these forests also include artificially 

erected plantations, primarily of black pine. For the purpose of fast and effective 

implementation of expropriation procedure, it is necessary to undertake measures and 

activities for quick and efficient updating of ownership (office based and field activities). 

The corridor/route of the railway line should pass through 133 subsections distributed in the 

mentioned FMUs. For each of these FMUs, there is 10-year management plan, with different 

duration of their validity. 

The highest degree of erosive processes (category 1 and 2) occurs in the area around 

Belicka Reka in Treska (south of Popolzani). A risk of second category erosion also exists 

near the village Botun. The risk of erosion in other parts of the contact zone is mainly low. 

According to the Spatial Plan of the Republic of Macedonia, Study on natural heritage 

conservation, the number of identified facilities within the subject area is 10. 

Particular attention should be devoted to Belcisko Blato (swamp), located close to the route. 

This is due to the fact that this monument of nature is characterized with unique natural 

values, especially autochthonous flora and fauna. The site Belcisko Blato has been included 

in the national Emerald network of areas of special conservation interest and has been 

34



proposed for designation as strict natural reserve under the Spatial Plan of the Republic of 

Macedonia. It is necessary to establish potential negative impacts of the railway construction 

on this site, primarily on biodiversity. Close care has to be taken of the maintenance of the 

site integrity and conservation of natural habitats, before all. 

In addition to the above, it should be taken into account that a part of the railway line gets 

close to the Lake of Ohrid and therefore the impact of the railway construction on the 

habitats and biodiversity, as well as hydrological characteristics of the area, should be 

assessed. Under the national legislation, Ohrid Lake has been designated for protected area 

of III category - Monument of nature and is part of the world natural and cultural heritage 

(UNESCO). 

Near the route, there is a site with oak trunks, within the populated place Moroista, which 

has been planned for designation as monument of nature. 

Near the route, in the yard of the St. Bogorodica Monastery, in the populated place Kalista 

on Ohrid Lake shore, there is a Plane tree (Platanus orientalis) trunk, designated for 

protected area in the category of monument of nature. 

A part of the railway line route, in Struga region, passes through the area which is part of the 

world cultural and natural heritage of Ohrid region (UNESCO). With reference to this region, 

care should be taken of the following sites possessing natural values: 

- Sublakustricki springs near the church of St.Bogorodica of Kalista 

- The site of Kalista which is the only natural habitat for yellow water-lily (Nuphar lutea) at 

Ohrid Lake. 

- The site Podmolje is away from the route, but it is the most wide spread reed belt 

(Phragmites australis) at Ohrid Lake and natural habitat for threatened bird species and 

sprawning ground for the carp. For these reasons, attention has to be paid to this object of 

nature as well. 

Within the wider area of the railway line route, several cultural and archeological sites have 

been recorded. 

Environmental impact assessment of the project implementation has been made with regard 

to: 

Safety aspects 

The most important safety aspects in the case of linear facilities, i.e. railway line, concern 

derailing, crashes, fires and explosions (including sabotages or terrorism), trains falling 

down, running into passenger vehicles or people at moments of railway line crossing, etc. 

Impacts on biological diversity 

Sensitivity of habitats and ecosystems 

Based on the description of the current status of the environment (Chapter Error! Reference 

source not found.) as well as by way of applying nationally and internationally recognized 

criteria, sensitivity of ecosystems and habitats was assessed (including also human 

settlements as habitats). The most sensitive places and their natural and human induced 

values were underlined. Making distinction of these key or valuable ecosystems, habitats or 

places is necessary in order to achieve thorough assessment of possible impacts of the 

construction and operation of the planned railway line Kicevo-Radozda and propose 

effective measures for their protection or future management. 

35



The following ecosystems (described in Chapter 3.11.4) were assessed: Downy oak-Hop 

hornbeam forests, Italian and Turkey oak forests, chestnut forests, Sessile oak forests, alder 

forests, willow belts, marshy oak stands, hilly pastures, calcareous rocks, siliceous rocks, 

Ohrid Lake, rivers, streams, springs, swamps, humid meadows, black pine plantations, 

meadows, fields, vineyards, orchards, gardens, urban habitats and rural habitats. 

Some of the ecosystems (like marshy) included several plant associations which were not 

assessed individually. 

Overall, six habitats were assessed as highly sensitive (hs): chestnut forests, sessile oak 

forests, alder belts and forests, marshy oak stands, rivers and marshes. The group of 

medium sensitive (ms) habitats includes 12 habitats: Downy oak-Hop hornbeam forests, 

Italian and Turkey oak forests, willow belts, hilly pastures, calcareous rocks, siliceous rocks, 

streams, springs, meadows, fields, vineyards and rural habitats. The rest of four habitats 

were assessed as low sensitive (ls): black pine plantations, orchards, gardens and urban 

habitats. 

Impacts on habitats 

Destruction of forest habitats 

Antropogeneous plantations: large portion of pine plantations near Kicevo (km 104+800 to 

km 105+400) will be destructed. Pine plantations in this area, as anthropogenic products, do 

not possess great importance for the biodiversity of the region, but they are of great 

economic significance and importance for erosion prevention. 

Humid forests and reparian belts (by the rivers Treska, Brzdanska Reka, Judovska Reka, 

Vilipica, alder forests near village Arbinovo, alder belts at the foothill of the Kula hill near the 

village Pesocani, alder woodlots and alleys near the village Botun, alder forests with poplars 

near the village Meseista and the village Klimestani). 

Swamps and marshes (village Arbinovo, Struga Swamp, including also the marshes near the 

village Radolista). 

Reeds near the villages Volino and Moroista. 

Humid meadows (village Slivovo - river Vilipica, humid meadows near the village Arbinovo, 

humid meadows and fields near the villages Volino and Moroiste, humid meadows near the 

village Radolista). 

Impacts on flora and fauna: the railway line construction will enable accessibility to certain 

sites. In this way, the pressure on biodiversity will increase due to intensified hunting (and 

poaching), fishing and collection of medicinal and aromatic herbs. 

Flora 

Immediate impacts of the construction and operation of the railway line Kicevo-Radozda on 

plants is shown through the assessment of impacts on habitats. Any specific impact from the 

construction of the railway line on individual plant species is not expected. The impact on 

individual chestnut trees has been already elaborated in the section on impacts on chestnut 

forests. 

Fauna 

Direct impacts of the construction and operation of the railway line on invertebrates are not 

expected. The relevant impacts on the populations of invertebrates are covered in the 

description of impacts on habitats. 

The most important impacts on vertebrates during the railway operation include: 

36



Disturbance and direct death cases due to fatal crashes of animals into trains. 

Habitat fragmentation (this has significant impact on fauna), but this aspect is 

elaborated in the section dealing with impacts on landscapes. 

Pollution of waters during railway construction, which may be physical, chemical and 

biological. Physical pollution is manifested through presence of particulate matters 

from earth residues, sand, solid particles from tires friction, remains from accidents, 

etc. Chemical contamination of surface waters may result from discharge of liquid 

matters such as grease and oils. Solid particles, through road surface washing, are 

settled in gutters and drainage canals and this can cause their clogging, while grease 

and oils float over the surface and reach the recipient. 

During the construction phase, with the compaction of the subground and other 

measures for stability provision, it is possible to experience change in permeability of 

the ground, by which there are direct impacts on water regime of both surface and 

ground waters. 

When the route is at the level of embankment, it may pose a serious physical 

obstacle to the running of surface and ground waters flowing through that watershed 

area to reach the recipient. This can in turn cause unnecessary retention on the 

terrain and excessive moisting and even flooding. 

When the road is in incision or cutting, the flow of groundwaters is prevented. In such 

case, when the quantity of groundwater is larger in ground, an increase in 

groundwater level will result in disruption of the ground water regime with effects on 

the surrounding land. 

Wastewater during railway line operation 

During the operational phase of the railway line, surface water pollution will most often occur 

in periods of precipitation. In such periods, the dust deposited on the line and auxiliary 

facilities will be washed out by falls and suspended matters will be dissolved. Rainfalls or 

waters from snow melting are loaded with matters deposited on the railway line and the area 

influenced thereby. 

Railway putting into operation and its functioning can lead to discharges of sanitary 

wastewater generated mainly by passenger terminals and service stations. These 

wastewaters should be treated in accordance with the regulations on municipal wastewaters. 

Railway line construction in mountain and hilly relief will cause destruction of soil and rocks 

into smaller fractions, which will then accumulate on slopes, i.e. close to riverbeds. Rocks 

and soils removed or disintegrated in the course of the railway construction and transported 

to riverbeds will cause increased turbidity and increased quantity of suspended particulate 

matters. This will in turn raise the content of heavy metals and consequently toxic effects on 

living organisms. 

The greatest hazard during the railway line construction is related to unintentional leakage of 

fuels, oils and lubricants from vehicles and machinery used in railway construction. It is well 

known that hydrocarbons contained in fuels and oils are exceptionally toxic for living 

organisms. It is particularly dangerous if incidents of this kind happen on the shore of Ohrid 

Lake or within the watershed area of Ohrid Lake (for example, river Sateska) and this would 

threaten endemic life forms in the Lake and damage irrevocably the habitats and 

biocenoses. 

During the railway operation, the main hazard for the quality of surface and ground waters is 

related to incidents of release of chemical substances (inorganic fertilizers, solutions, fuels). 

In case this kind of incident happens, it will result in pollution of aquatic ecosystems. Ohrid 

Lake is considered especially sensitive ecosystem. 

37



Potential sources of water pollution during the railway construction include: а) washing out 

and erosion of the surface area on the site of works execution; b) concrete or other material 

used for support walls construction; c) water used to wash the vehicles used in the course of 

construction; d) water used to reduce dust emission during construction; e) fuels, oils and 

other preparations for lubrication (lubricants) of vehicles and equipment used during the 

construction. 

Release of wastewater during the construction may cause physical, chemical and biological 

effects. Physical effects can be caused by increased sediments through erosion, canals and 

rivers blocking and this can result in floods in periods of intensive rainfalls. Increased content 

of solid suspended matters in water can lead to reduced concentration of dissolved oxygen 

due to а) reduction of light penetrating into the water column, thus reducing the intensity of 

photosynthesis of phytoplankton and phytobenthos (micro and macrophytes), which can in 

turn reduce production of oxygen in the water column; b) high content of suspended particles 

and turbidity leads to increased energy retention (retention of energy in the water column), 

resulting in temperature increase and thus reduction in dissolved oxygen. In extreme 

conditions, hipoxy can occur as well. 

Also, there are chemical and biological effects which depend primarily on the characteristics 

and quantity of nutrients in the water released through rinsing. Significant chemical effects 

can occur during discharges of concrete and cement which also cause significant rise in pH 

value of the water. At the same time, toxic effects occur from increased pH value and 

reduction in the populations of organisms and biodiversity in general. 

Excavated or removed material during the railway construction can have significant impacts 

on wetlands and quality of water. Therefore, utmost attention has to be paid during the 

disposal of excavated material, especially during tunnels construction. Excavated material 

consists mainly of rocks, earth and stones which are capable, in cases of erosion, to cause 

physical disruptions such as prevention of water flow, change in the watercourse 

configuration, as well as increased turbidity and quantity of nutrients and solid suspended 

particles. 

In the course of the construction of bridges on rivers, contamination with heavy metals can 

occur, which are bound mainly in sediments of rivers. At the same time, river sediments 

have great ability to bind organic compounds (such as hydrocarbons released from fuels, 

oils and lubricants). Dissolution of heavy metals and organic compounds in sediments is 

slow, but continuous process which can cause significant impacts on the quality of water. 

Both heavy metals and hydrocarbons are highly toxic for all organisms and this would cause 

(depending on the concentration) reduction of the populations and biodiversity loss. 

Particular care should be taken during the construction of bridges in the ravine part of the 

route designed close to the river Sateska. Sediments inlet in Sateska would threat directly 

the ecosystem of Ohrid Lake as well. Pollution of sediment with organic compounds and 

heavy metals in particular would cause enormous damages of life in the Lake of Ohrid. 

Impacts of the railway operation on wetlands 

Possible impacts of the railway during its operation include: 

Water used for air conditioning, 

Leakage of water from railway cars, 

Discharges of water from stations, 

Drainage. 

38



The functioning of depots and stations will generate municipal wastewaters from 

toilets/communal plants. This type of waste is mainly characterized with increased BOD 

concentrations, suspended matters, ammonium, phosphates, etc. Yet, it is considered that 

significant impact on wetlands would occur if wastewaters are discharged without any prior 

pre-treatment. 

Wastewater will be generated from the plants for railway cars and locomotives 

cleaning/maintenance. Thorough cleaning of the train floors would be carried out every two 

weeks. Detergents containing water will be additionally released in daily cleaning of railway 

cars. These wastewaters can cause physical, chemical and biological degradations in 

wetlands, if not collected and treated. 

Railway operation will also generate residues of oils, fuels and lubricants. These matters 

may be washed out from the surface of the railway line and drained to wetlands. This 

situation can be especially present on bridges, where these matters, carried by water 

sediments, will go directly to the recipient. 

Impacts on landscapes 

Operation of linear infrastructural facilities has negative impacts on connectiveness and 

connectivity of ecosystems. Certain impacts from the railway operation can be expected on 

functional landscape characteristics of oak forests. The planned bridges and tunnels along 

the entire route are a factor able to reduce negative impacts. 

More serious impacts can be expected in the section between villages Slivovo and Meseista. 

In this area, the railway line passes through oak forests, marsh wetlands and agricultural 

land and separates these habitats from the riverbed of Sateska. 

Impacts on geological structures 

The expected impacts of the railway during this project phase on geological structures would 

be in a form of degradation and erosion of rock masses/sediments, due to: 

Opening of access roads and operational plateau for foundation (anchoring) of the 

railway construction, execution of the necessary auxiliary elements on the railway 

line (halts, railway stations, overpasses, underpasses, culverts); 

Excavation of tunnels; 

Excavation of foundations for the designed accompanying electric installation; 

Potential leakage of fuels and oils from construction machinery and vehicles used in 

the transport of construction materials and equipment, and 

Handling and manipulation of chemicals and oils for the purposes of accompanying 

electric installation. 

With regard to operational phase (in the phase of use and servicing), impacts of the railway 

line on geological structures, engineering and geological appearances and processes, are 

not expected. Possible impacts on hydrogeological occurrences and facilities, through above 

described direct and indirect pollution of aquifer masses (hydrogeological collectors) at the 

same stations remain potentially dangerous. 

Impacts of vibrations and seismics 

In the course of construction and later operation of the railway line Kicevo-Struga-border with 

Albania, series of impacts will be caused on the environment through which the route of the 

railway passes. Most frequent possible impacts include: 

Impacts occurring as a result of the construction of the railway line itself, 

Impacts occurring as a result of the operation of transport means in the phase of the 

railway use. 

39



Besides other, specific impacts occurring as a consequence of the railway construction are 

as follows: 

Seismic effects resulting from mining for the purpose of construction of the structures 

on the railway line itself – incisions, tunnels and bridges. 

Specific impacts resulting from the operation of the transport means during the use of 

the railway line include, inter alia: 

Vibrations on the ground resulting from the movement of trains over the railway line. 

These types of impacts are presented in more detail in the separate Elaborate prepared for 

the purposes of this Study. 

Soil contamination 

Soil contamination is a type of degradation related to and deriving from more general 

activities connected to the very process of construction of the railway and facilities designed 

for its functioning. Therefore, it is difficult to link contamination with intensive activities on 

individual sections of the route, as is the case of other types of degradation. That is why we 

will make more general overview of certain sources of contamination that may occur in the 

process of construction and apply on the entire section. 

Soil contamination in this phase can result from: 

Inappropriate handling of fuels and their derivatives used for construction machines, 

Washing of machines outside of specified and adequate locations, 

Inadequate handling of construction materials and aggressive chemical matters used 

during construction, 

Inappropriate construction and location of camping sites where machines and 

materials are kept, as well as 

other activities that are not performed in accordance with the guidelines for technical 

measures for prevention (mitigation) in the course of the construction. 

Compaction of soil leads to disruption of the soil structure, porosity of soil and water-air 

regime, which in turn leads to reduced ability for infiltration and filtration. As a result of this, 

surface waters occur which in combination with high level of groundwaters, as is the case in 

the region along the course of Crn Drim (in the zone of gley soils) and above the village 

Kalista, can lead to excessive moistening of surrounding areas intensification of gley 

processes. Therefore, it is necessary to use, as much as possible, the existing access road, 

during the route construction, and to take care that natural courses of groundwaters are not 

disrupted, because this can cause formation of puddles along the route. 

Soil conversion 

Soil conversion, together with erosion, is the most severe form of soil degradation because 

soil as natural resource is lost irreversibly both from economic (for agricultural production) 

and environmental point of view as natural habitat of different plant and animal species. 

During the railway line operation, the soil will be threatened mostly by erosion and 

contamination. Contamination would result from the following processes: 

Contamination of soil with fuels and derivatives leaking from the locomotive along the route 

and at stations. Therefore, it is necessary to carry out regular control of machinery fleet in 

order to reduce to maximum the threat of dangerous chemicals leaking into the soil. 

40



Contamination of soil with gaseous substances. The most significant contamination with 

gaseous substances and aerosols occurs at a distance of 10 meters from the railway, due to 

the rapid sedimentation of substances heavier than air. 

Wastewaters from toilets and maintenance of station utilities, require establishment of 

suitable systems for sanitary wastewater treatment, as well as collection and treatment of 

the wastewater generated during stations maintenance. 

Solid waste (organic and inorganic). Its production occurs during passenger transport and 

around stations. Appropriate service should collect this waste and transport it to adequate 

locations, because it may be incorporated into the soil and cause its long-term 

contamination. 

Spill over of transported materials (liquid fuels, ores, etc.). This is another dangerous source 

of soil contamination and therefore particular attention should be paid to the safety of 

transported material. 

Treatment of vegetation around the railway with herbicides. Quantities and period of 

treatment should be well planned in order to prevent soil contamination and groundwaters 

pollution. 

Erosive processes, which can occur in the course of the railway line construction, take place 

in the vicinity of structures (bridges, tunnels, underpasses, drainage canals, etc.), as well as 

embankments and support walls at cuttings. Thus, permanent monitoring is necessary and 

undertaking of rapid intervention measures to prevent major scope of degradation along the 

railway line in a timely manner. 

Impacts on air quality and climate 

Electric railway is a form of transport that is the least damaging for the environment. The 

basic air emissions and impacts on the quality of the ambient air are related mostly to the 

railway construction, generated by construction machines, and during the exploitation the 

impacts occur indirectly, including: increased intensity of emissions during freight handling at 

certain stations with reloading vehicles, increased presence of road vehicles at those 

stations, use of diesel locomotives, etc. 

Each of the construction phases assumes some intensity of gases and dust emission from 

the activities, machines and materials used. The main sources of emission are: 

Leveling of the terrain, excavation and rails placement 

Placement of signals and telephone lines 

Placement of electric installation 

In the phase of the railway operation, certain impact on the quality of air may occur around 

stations and intersections as a result of the activities of diesel locomotives shunting, 

unloading, storage and road vehicles operation. These impacts are minor, but there is no 

data available to carry out quantitative assessment. Considering the nature of the railway 

operation – linear project for railway traffic which will be used for transport of passengers 

and material goods – no impacts on climate change are expected both during the railway 

construction and during the period of its use. 

Noise impacts 

The construction of the railway line assumes a series of activities which generate noise. The 

noise is generated by the equipment to be used. 

41



Number of compositions and speed of trains are significant factors for noise. In fact, the 

speed of the train determines the predominant source of noise. In case of diesel 

locomotives, the noise from engines is predominant at lower speeds, while the source of 

noise at higher speeds is the contact between wheels and rails. 

Under the optimistic scenario, the maximum number of compositions to run over the line 

daily in 2040 will amount 39, out of which 14 passenger and 25 freight. This number has 

been accepted for further calculations along the whole line. 

According to the results, at a distance of 120 m from the railway line, the level of noise drops 

at 45 dBA which corresponds with the natural phone. This means that at a distance of 120 m 

from the source of the noise, the natural phone will decline by around 3 dBA. At a distance of 

250 m already, the noise from this railway line will not have any notable impact. 

Solid waste impacts 

During the railway line construction, the work will involve new material, i.e. a new line will be 

located and set up and thus there will be no waste generated from reconstruction (mostly 

construction waste and demolition waste). During the operation and functioning of the 

railway line, different types of waste will be generated. These include municipal waste, 

packaging waste, waste from construction activities, etc. Minor quantity of hazardous waste 

will occur among other wastes. 

The waste to be generated in the course of the line utilization phase is related to its 

maintenance or to users of railway transport and it is municipal in nature on stations or 

intersections. 

The types of wastes produced include consumables, spare parts and equipment. The 

dynamics of these wastes generation is correlated with the maintenance and the frequency 

of passengers. 

Socio-economic aspects, proprietary aspects and impacts on revenues 

Because of its length, the planned route of the railway line will pass through state and 

privately owned land (mostly agricultural land and arable areas). As a structure, it will not 

occupy a lot of space in width which implies negligible impact on places related to 

agricultural activities or economic revenues. 

Permanent loss of land, forest and other assets, as well as possible damage during the 

construction phase or during the line use will be subject to compensation in accordance with 

the Macedonian legislation. 

Public Enterprise “Macedonian Railways” – Skopje will carry out appropriate process of land 

expropriation with every natural and legal person owning land required for the project 

implementation. 

Impacts on forests 

The so called soil sealing, i.e. conversion from productive into unproductive land will 

take place, and in this case permanent conversion of forest into building land by 

which economic and generally useful functions and values of forest will be 

permanently lost; 

Construction of access roads, other infrastructure and facilities will have additional 

impacts through disruption of natural ecosystems and increased amount of expected 

negative effects and damages; 

Links between different ecosystems will be broken and therefore permanent negative 

impacts are expected in the food chain, movement and reproduction of animals, etc. 

42



There is also direct impact on the established balance, cycles, processes and 

dynamics of sustainable development of biological development; 

Forest fragmentation will occur in certain sections which will have negative reflections 

on economic activity; 

Change in the manner of operation in certain parts along the railway line, i.e. at 

places of planned resurrection wood cuts and various other activities aimed at 

improvement of productivity will result in change of forestry measures due to the line 

construction, which will burden the forest managing enterprise financially. The overall 

changes envisaged will take place in around 1820 ha. 

In the course of the operational phase of the line, the most significant impact in terms of 

increased risk of fire will be the occurrence of sparkles during breaking and other operations 

of rail vehicles. 

Impacts on erosion and deposits during construction and operational phases 

The following impacts can be expected during construction and operational phases of the 

railway line: 

Disruption of the established regime of water running, with possible severe negative 

effects within the corridor of the railway line; 

Increased hazards of erosion processes, including even stability of slopes due to 

earth works. Considering the great volume of construction works, especially 

voluminous earth works, excavations and embankments along the line route will 

cause intensification of erosive processes, which will have negative effects on the 

quality of waters; 

Turbidity of watercourses will occur frequently which will have negative effects on the 

life in the watercourses and Ohrid Lake; Processes of transportation and 

retransportation of deposits along hydrographic network of the river Sateska are 

expected to intensify. Such processes will have negative effects on the ecosystem of 

Ohrid Lake; 

Due to huge earth works, upon compensation activities, a surplus of around 300 000 

m 3 is expected for disposal. This will result in soil degradation (type: change in 

outlook), but there is a danger of erosive processes in disposed material; 

Impacts on natural heritage 

The planned route of the railway line will not pass close to any recorded protected natural 

heritage. 

Impacts on cultural heritage 

During elaboration of the planning documentation and detailed designing of the railway line, 

the Investor will observe the requirements for conservation of recorded cultural heritage 

incorporated in Macedonian legislation and multilateral agreements in the area of culture. 

Impacts of radiation 

Impacts of radiation are not expected during construction works and railway line operation. 

Impacts of odour 

Impacts of odour are not expected during construction works and railway line operation. 

Cumulative impacts 

Cumulative effects may occur as a result of other existing or future projects of the same type 

along its corridor (highway, regional road). 

43



Impacts after the operational phase have not been considered, because projects of this type 

are used for hundreds of years and during that period minor reconstruction undertakings are 

possible for their upgrading. 

Based on identified environmental impacts, measures to prevent or reduce environmental 

impacts have been envisaged. 

In terms of environment, the linear Project – Construction of railway line Kicevo-Lin (border 

with the Republic of Albania) does not pose any particular threat to environment and nature, 

and the route is acceptable as a whole. Provided that the recommended measures for 

reduction and mitigation of possible impacts on the environment are adopted, the Project will 

have sustainability for a long period from financial point of view, but also in terms of 

environmental protection and quality of living. 

The process of preparation of the Environmental Impact Assessment Study for the Project – 

Construction of railway line Kicevo-Lin (border with the Republic of Albania) was carried out 

in accordance with the methodology prescribed by law. 

Expert team in all areas required for such a complex linear project participated in the 

elaboration of the Study. 

All aspects of environment and nature, cultural heritage, as well as aspects of socioeconomic 

development and human welfare have been considered. 

This was done to provide sustainability of the Project in long run. 

During the development of the Study, we have had good communication in the frames of the 

expert team, as well as with the Investor and developer of the Preliminary Design. This 

resulted in acquisition of timely information and access to terrain and required plans. 

44



Goal of the Project 

The purpose of the Project, in accordance with the Project Programme, prepared by the 

Public Enterprise for Railway Infrastructure “Macedonian Railways”- Skopje, is to develop a 

railway line Kicevo- Lin (border with the Republic of Albania). 

The construction of this railway line and other sections missing in Corridor 8, aims towards 

less expensive and faster transport of the population and economic assets. Railway 

connection of Macedonia with the neighboring countries is expected to influence positively in 

terms of enhanced economic activities and trade in the country, neighboring countries 

(Albania and Bulgaria) and the Region. 

The new railway connection will contribute to the improvement of the local population socialeconomic 

condition, particularly in the railway station areas, and thus on a regional level 

(development of the western part of the country), meaning less costly transportation of 

people and goods. Furthermore, the construction of this railway line will bring about 

establishing a railway connection of Macedonia with Albania, which would enable creating a 

transport connection with the ports Duras and Valona on the Adriatic Sea. This is of great 

significance for the Republic of Macedonia as a continental country. 

Integrated transport system has a crucial role in the enhancement of the economic growth 

and maintenance of competition by enabling access to fast, efficient and reliable transport 

services, as well as facilitating individual mobility. 

Development of the transport network, its operation, management and maintenance, 

contribute directly to the growth of the economy, connection of people with their work places 

and their other activities, improve employment rate as a key social element providing 

economic growth in the country. 

Improved accessibility will enable revenues from land use and changes in population 

migrations. 

Transport density is concentrated strictly on road transport, which has significant impacts on 

the environment, especially in conditions of use of fuels with high content of sulfur and high 

share of old vehicles involved in the traffic. On the other side, this situation may cause 

increased economic costs of the transport system in the country. 

In consideration of the above indicated factors, the strategic goals of the Macedonian 

Government regarding railway transport include: 

Attractive railway service for the passengers, with the advantage of high quality travel 

to the work place, safe travelling possibilities and a guarantee that our transport 

choice will consider environmental conditions, including air quality and noise 

generation. 

Supporting heavy freight trains, used for transport of large amounts of various 

products, through an effective transition from rail to road transport and vice versa. 

Supporting the national industry in enabling a low-cost and effective mode of mass 

transport. 

Geographical position and geostrategic interests of the Republic of Macedonia 

Republic of Macedonia is situated on the cross-road of the main roads in Southeastern 

Europe, which makes it an important strategic route in the domain of land transport 

connecting Central Europe, Aegean Sea, Black Sea and Adriatic Sea. This position 

45



contributes to the development of international transport through the two corridors passing 

through the country along the two main axes: North-South (Corridor X) and East-West 

(Corridor VIII), known as Pan-European corridors, connected within Trans-European 

transport networks. 

Macedonia’s geographical position and characteristics determine the strategic need for sea 

access through the territories of its neighbors. Connections to ports on the Aegean and 

Adriatic Seas are of exceptional national importance, especially accessibility to the ports of 

Pirea, Taranto and Gioia Tauro. At present, only the connections with Pirea are adequately 

developed, while those with Duras and southern Italian ports require serious construction. 

The incomplete east-to-west railway line has a negative impact on rail transport 

competitiveness and the economy of Macedonia, on the whole. The lack of connection with 

the Republic of Albania and the Republic of Bulgaria is a major obstacle in the improvement 

of the exchange market, not only with neighboring countries, but with Eastern Europe 

(Russia, Belarus, Ukraine), Turkey and Caucasus countries, as well. The Republic of 

Macedonia is a land locked country and mass transport should improve by connecting to 

Albania and Bulgaria ports, so from a strategic point of view, the connection with the 

Albanian and Bulgarian railway infrastructure is a significant challenge for the Republic of 

Macedonia. 

The subject of the present Study, the railway line Kicevo-Lin (border with the Republic of 

Albania), is designed as an extension of the railway line Skopje- Tetovo- Gostivar- Kicevo, 

and aims to help solve the aforementioned issues. 

International importance of the Project 

Defining of a new European Transport Strategy for Planning in accordance with the EU 

enlargement process was finalized in December 2005, with the publication of the “Peace and 

development networks” report, produced by the High Level Group for “Wider Europe for 

Transport”. The Strategy basic goal is to improve the EU connections with new neighboring 

countries, the Far East and North Africa. Stimulating the development of rail freight corridors 

also falls under the priorities of the work group coordinating the Strategy implementation. 

Within that common framework, Corridor VIII is recognized as an integral part of one of the 

five new Transnational European axes- the South-Eastern axis. 

The development of the railway line Kicevo-Lin (border with the Republic of Albania) is 

recognized in the analysis of the High Level Group, which defines it as priority railway 

project 10. 

46



Figure 1 Southeastern axis, ГВР 1 

Railway corridor VІІІ 

The development of Corridor VIII along axis East-West is an indispensable economic and 

political instrument for the Balkan Region, and helps improve interregional stability. It is also 

associated with expectations for positive influence on the exchange and communications 

between the countries the territories of which it passes through. Connecting the Adriatic with 

the Black Sea leads to great opportunities for economic development 

1 Source: М ЕC, Report of the High Level Group, led by Ms. Layola de Palasio, November 2005. 

47



Figure 2 Corridor VІІІ, according to the Memorandum of Understanding 2 

As it can be seen in the above scheme, Corridor VIII starts at the ports Bari and Brindisi in 

Italy, and passes through Albanian ports Duras and Vlora, connecting them with a railway 

line with the capital Tirana. From there, the existing railway connection continues to the 

Albanian-Macedonian border. 

On the territory of Albania, it has two stretches at Rogozine and Lin. The former line 

connects Rogozine with the port of Vlora and the latter runs from Lin through Pogradec and 

Kastice, establishing connection with Kristolopigi in Greece. 

Upon crossing the Albanian-Macedonian border, the corridor is directed towards north 

through Tetovo, reaching the capital of Skopje. From there, it is directed towards east, up to 

Macedonian-Bulgarian border, then passing through Plovdiv and Stara Zagora, to reach its 

end in Black Sea ports Burgas and Varna. 

2 Source: Secretariat of Corridor VІІІ 

48



Figure 3 Railway corridor VІІІ, section Duras-Skopje-Sofia 3 

Pre-Feasibility Study on the development of the railway axis along Pan-European Corridor 

VІІІ, prepared by the Secretariat of the Corridor in September 2007, divided the line into 17 

sections and full overview of these is presented in the next Table: 

Table 1 4 Description of railway corridor VІІІ 

Section 

Features 

The territory of Albania 

Tirana – Duras (1) Existing distance between stations was renovated in 1998. 

Necessary renovationof the upper superstructure of the railway 

Duras – Rogozhine – Elbasan 

(2) 

Elbasan – Librazhdi (3) and 

Librazhdi – Lin (4) 

Lin – border with Macedonia 

(5) 

Existing station which passing through the hilly 

Unsatisfactory condition 

Mach speed limit 34 km/h 

Need rehabilitation 

Existing section passes through mountainous 

Longitudinal Mach stream of 18‰ and horizontal curves with radius 

300 m 

Unsatisfactory condition 

Mach speed limit 27/24 km/h 

Missing section with a length 2 - 3 

3 Source: Secretariat of Corridor VІІІ 

4 Source: Prefeasibility Study on the development of the railway axis along Pan-European Corridor VІІІ, 

Secretariat of Pan-European Corridor VІІІ, 2007. 

49



Section 

The territory of Macedonia 

Border with Albania – 

Struga (6) and Struga – 

Kicevo (7) 

Features 

Missin section, the subject of this study 

Kicevo – Gostivar (8) Gostivar 

– Gorce Petrov – Skopje (9) 

and Skopje – Kumanovo (10) 

Kumanovo – Beljakovci (11) 

Beljakovci – Kriva Palanka 

(12) 

Kriva Palanka – border with 

Bulgaria (13)) 

The teritorry of Bulgaria 

Border with Macedonia – 

Gyueshevo (14) 

Gyueshevo - Kyustendil (15) 

and Kyustendil - Radomir (16) 

Radomir – Sofia (17) 

Existing and sections that are used 

The need for minimal intervention in sections Kicevo – Gorce Petrov 

Section 10 electrified, the other - no 

Section under construction 29 km in length 

Stage of development approximately 35% 

Design speed of 100 km/h 

Section under construction 37 km in length 

Stage of development approximately 58% 


Mach longitudinal gradient of 15‰ 

Missing sections with length 23 km 

Mountain terrain 


Mach longitudinal gradient of 25‰ 

Missing section with lendth 2.5 km, which 1.2 km is tunnel 


Longitudinal gradient of 2‰ 

Existing section with 88 km length in exsploatation 

Unelectrified 

Rated speed 65 km/h, but the trade is between 25 и 35 km/h 

Existing section in exsploatation 

Electrified, partly doubled (11 km) 

The railway line Kicevo-Lin (border with the Republic of Albania), subject of the present 

Study, will be intended for mixed traffic (passenger and freight). According to technical 

criteria, the line should be a single-track main line with standard track gauge of 1 435 mm for 

lowest nominal speed of 100 km/h and axle pressure of 250 kN. The track is planned to be 

electrified with a single-phase system of electrification 25 kV and 50 Hz. 

In accordance with the Project programme and the adopted division of railway corridor 8 in 

sections, the route of the future railway line Kicevo-Lin (border with the Republic of Albania) 

was divided in two sections, namely: 

‣ Section 1 

‣ Section 2 

Railway transport 

Kicevo- Struga , and 

Struga- Lin (border with the Republic of Albania). 

Alike the road network, the railway network of Macedonia follows the main corridors. The 

total length of the main railway network is 925 km, of which: 

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- Open line 699 km; 

- Station tracks 226 km, and 

- Industrial tracks 102 km 5 . 

312.66 km of the railway line are electrified by mono-phase system of 25 kV, 50 Hz. Track 

gauge of the entire network is 1 435 mm. The main line on Corridor X from Tabanovci to 

Gevgelia, through Kako and Veles, has single electrified track. 

Figure 4 Railway network of the Republic of Macedonia 6 

Categorization of the existing railway network is presented on the next Figure. 

According to the recent assessment of the World Bank, "The railway network in Macedonia 

consists mainly of Corridor Х with several partitions (some of which are closed for passenger 

transport or used only for some types of freight transport). Under the current circumstances, 

the system of Macedonian railways provides limited and not full services. As of recently, 

several lines have been closed, which used to be loaded with passenger transport. As a 

result of the reduced passenger transport and emergence of huge losses related to freight 

transport, the lines have been declared as non-profitable and closed”. 

5 Source: Announcement of the network for 2009 

6 Source: Announcement of the network for 2009 

51



Figure 5 Existing railway network through the Republic of Macedonia 7 

Description of the current status is presented in the following figures and tables. 

Figure 6 Utilization of the railway infrastructure of Macedonia 8 

7 Source: Spatial Plan of the Republic of Macedonia, Spatial development Strategy 

8 Source: World Bank, Macedonian Rails- a potential that must be seized 

52



Table 2 9 Current status of railway lines in the Republic of Macedonia 

Track 

кm 

Year of 

construction 

Embedded 

Rails 

driving speed 

km/h 

Tabanovce – Skopje 49,80 1888 49 100/75 

Skopje – Veles 48,74 1873 49 90/80 

Veles - Gevgelija 113,92 1873 49 100/80 

Skopje – Volkovo - border 31,68 1874 49 100/85 

G.Petrov - Kicevo 103,00 1952/69 49 100/50 

Veles – Bitola 128,87 1931/36 49 100/50 

Bitola - Kremenica 

16.70 1894 

разни 

типови 

B. Gumno - Sapotnica 29,43 1957 35б 35 

Gradsko - Sivec 16,33 1983 49 50 

Veles - Kocani 85,58 1925- 45,8а,35б 70/50 

Zajas – Tajmiste 6,60 1969 49 40 

Skopje node 37,30 1971 49 100/40 

Table 3 Characteristics of the railway network 

Railway 

lines 

Corridor 

10 

Location 

Tabanovce - Gevgelija - through 

Skopje and Veles 

Condition 

Single, electrified, most recent renovation of 

sections 30 years ago 

Corridor 8 Gorce Petrov – Jegunovce Built in the period 1952/1969 g. as freight line to 

use mines in Jegunovce (Fe, Ni, Cr) 

Skopje - 

General 

Jankovic 

Stream D, 

Corridor 10 

Kumanovo 

- 

Beljakovce 


Stream D, 


Connects with Pristina and 

Kosovo zhp network 

Veles – Bitola 

At border with R.Bulgaria to the 

east 

Jegunovce – Kicevo 

Kicevo – Tajmiste 

Veles – Kocani 

Used for passenger and freight transport 

It woeks for passenger and freight transport 

30 

Speed 

(km/h) 

110 

60-80 

60-80 

60-80 

First section of the future link on the railway 

network in Bulgaria; close for movement 60-80 

The latest railway line(1968), in good condition, 

used 2 month per year for the transport of livestock 

80-100 

Closed to passenger transport, occasionally is used 

for freight transport 40-60 

Stream D, 


Bitola – border - Greece 

Secondary lines with low performance, built in 

1939, not used 

Corridor 10 Gradsko - Sivec Only for freight transport 40-50 

5-10 

9 Source: National programme for railway infrastructure 2008-2012 

53



Environmental Impact Assessment legislation 

The requirements for the development of Environmental Impact Assessment for certain 

projects is in accordance with the Law on Environment (Official Gazette of RM no. 53/05, 

81/05, 24/07, 159/08, 83/09 and 48/10). “Project” is a term which refers to development 

document in which final solutions for use of natural and man-made values are analyzed and 

defined and construction of facilities and installations and implementation of other activities 

(such as construction and development collectors, construction of roads, 

expansion/upgrading of factories or mines, etc.) is regulated where such projects have 

impacts on environment, landscape and human health. 

The types of projects and the criteria on the basis of which the need for carrying out 

environmental impact assessment procedure is established are determined by the 

Government of the Republic of Macedonia at the proposal of the body of the state 

administration responsible for the affairs in the area of the environment, based on Article 77 

of the Law on Environment. Detailed determination of the projects is specified in the Decree 

determining the projects and the criteria under which the requirement for environmental 

impact assesment procedure performance is established (Official Gazette of RM no.74/05). 

The Decree determining the projects and the criteria under which the requirement for 

environmental impact assesment procedure performance is established specifies two 

categories of projects, namely: 

- Projects requiring compulsory environmental impact assesment procedure 

performance prior to the issuance of the decision for the project implementation; 

- Generally specified projects, that may have significant environmental impact, for the 

purpose of which the requirement for environmental impact assesment procedure 

performance is established prior to the issuance of the decision for the project 

implementation, depending on the project characteristics, size and location, the latest 

scientific and technical knowledge and solutions contained in the regulations specifying the 

minimum values of environmental emissions. 

The performance of the EIA procedure is specified in the Law on Environment, Decree 

determining the projects and the criteria under which the requirement for environmental 

impact assesment procedure performance is established, and it is defined in more detail in 

the following bylaws: 

- Rulebook on the information to be included in the notification on the intention to carry 

out a project and the procedure determining the requirement for environmental impact 

assesment of the project (Official Gazette of the Republic of Macedonia no. 33/06); 

- Rulebook on additional criteria, the manner, procedure and compensation for the 

costs for inclusion in and exclusion from the List of project environmental impact assesment 

experts (Official Gazette of the Republic of Macedonia no. 33/06); 

- Rulebook on the information to be included in the notification on the intention to carry 

out a project and the procedure determining the requirement for environmental impact 

assesment of the project (Official Gazette of the Republic of Macedonia no. 33/06); 

- Rulebook on the content of the announcement of the notification on the intention to 

carry out a project, on the decision for environmental impact assesment, of the 

environmental impact assesment study on the project, of the report on the adequacy of 

environmental impact assesment study and the decision by which consent to the project 

implementation is issued or rejected, as well as the manner of public consultation (Official 

Gazette of the Republic of Macedonia no. 33/06); 

54



- Rulebook on the form, content, procedure and manner of development of the report 

on the adequacy of the project environmental impact assesment study, as well as the 

procedure on the authorization of persons on the List of environmental impact assesment 

experts to prepare the report (Official Gazette of the Republic of Macedonia no. 33/06). 

The implementation of the EIA procedure consists of several steps or phases, namely: 

notification on the intention to carry out a project, screening, request for EIA scoping, 

assessment and evaluation of direct and indirect impacts on the environment from project 

undertaking or non-undertaking. The impact of the project on the environment is assessed in 

accordance with the state of the environment on the area concerned at the time in which the 

notification on the intention to carry out a project is submitted. The following elements have 

to be considered in environmental impact assesment: 

Project preparation, execution, implementation and termination of the project 

implementation, including also the result and the effects of the project completion, 

Removal of polluting substances and restoration of the affected area to its former 

status, if such obligation is specified by special regulations, 

Normal functioning of the project, as well as possibilities for accidents. 

The phases of the EIA procedure implementation are shown on the figure below: 

EIA procedure 

The environmental impact assesment covers the following aspects: 

- Establishment of the requirement for EIA performance, 

- Environmental impact assesment scoping, 

- Preparation of EIA Study, 

- Establishment of adequacy and approval of the project environmental impact 

assesment study, including public presentation, public opinion and public 

participation in decision making, 

- Notification on adopted decision. 

55



EIA Study includes data/information on the current status, identification of impacts, as well 

as comparative assessment of impacts resulting from several project alternatives. EIA is 

carried out by authorized experts in accordance with the established methodology, 

notification structure and required documents. Public participation is compulsory throughout 

the process, in accordance with the Law on Environment. 

The Investor intending to carry out a project covered by Articles 77 and 78 of the Law on 

Environment is obliged to submit notification on the intention to carry out a project to the 

body of the state administration responsible for the affairs in the area of the environment, 

accompanied by opinion on the need for carrying out environmental impact assessment, 

both in writing and electronic form. The body of the state administration responsible for the 

affairs in the area of the environment, within ten days from the day of receipt of the 

notification, shall inform the Investor on the need to supplement the notification, and within 

five days from the day of receipt of the full notification, it shall display it on the web site of the 

MEPP and in at least one daily newspaper distributed on the whole territory of the Republic 

of Macedonia. The Minister specifies the information to be included in the notification in 

order to establish the requirement for environmental impact assessment performance for the 

project. 

Screening is the phase of the EIA process through which the body of the state 

administration responsible for the affairs in the area of the environment analyzes the need 

for EIA development on the specific project within 30 days from the day of receipt of the 

notification in full. When the need for EIA development on the specific project is established, 

the body of the state administration responsible for the affairs in the area of the environment 

shall by decision notify the Investor, who shall then submit an application for scoping of the 

project environmental impact assessment, i.e. definition of all areas to be covered in the EIA 

(content of the EIA). Within five days from the day of its adoption, the decision shall be 

published on the web site of the MEP and in at least one daily newspaper distributed on the 

whole territory of the Republic of Macedonia. Public participation is included as early as in 

the first phase. The Investor, affected legal and natural persons, as well as civil associations 

established for environment protection and improvement, may submit an appeal against 

such decision to the Commission of the Government of the Republic of Macedonia settling 

administrative matters at second instance in the area of environment, within eight days from 

the day of publication of the decision. 

The EIA scoping phase is process within which the body of the state administration 

responsible for the affairs in the area of the environment specifies the scope of the 

environmental impact assessment study of the project. The body of the state administration 

responsible for the affairs in the area of the environment, while determining the scope of the 

environmental impact assessment study of the project, shall consult the Investor and the 

Municipality, the City of Skopje and Municipalities in the City of Skopje on the area of which 

the project will be implemented, as well as other relevant bodies of the state administration 

and institutions, which are obliged to provide information and opinions within 15 days from 

the day of submission of the request for consultation. 

The body of the state administration responsible for the affairs in the area of the environment 

shall issue opinion on the scoping and notify the Investor thereon. 

The main goal of this phase is to inform the Investor of issues (tasks) to be addressed in the 

final version of the EIA Study. This also assumes inclusion of specific requirements on the 

basis of the characteristics of each individual project proposal. 

Scoping of the environmental impact assessment of the project is compulsory under Articles 

81(4) and 82(1) of the Law on Environment. The Investor is obliged to request the opinion on 

56



the scoping by the body of the state administration responsible for the affairs in the area of 

the environment. 

The opinion on the scope of the environmental impact assessment of the project shall in 

particular contain the following information to be taken into account by the Investor while 

developing the project proposal: 

- alternatives that need to be considered, 

- basic overview and investigations that need to be carried out, 

- methods and criteria used to presume and assess the effects, 

- mitigation measures to be undertaken, 

- legal persons that should be consulted during the preparation of the environmental 

impact assessment study of the project, and 

- structure, content and length of environmental information. 

The above means that the Investor may undertake different types of activities select 

alternative location or modify the solution proposed by the project, all aimed at reducing or 

mitigating the potential environmental impacts of the project. 

The body of the state administration responsible for the affairs in the area of the environment 

may, besides the scoping of the environmental impact assessment of the project, in the 

course of the further environmental impact assessment procedure, request additional 

information if they find necessary, or to request information to be compiled in a manner 

corresponding with modern knowledge and methods of assessment. 

Once the scope is determined, the development of the EIA Study is initiated. The 

development of the environmental impact assessment study concerning the implementation 

of the project is in accordance with Article 2 of the Rulebook on the content of the 

requirements to be fulfilled by the environmental impact assesment study (Official Gazette of 

the Republic of Macedonia no. 33/06); 

The Investor shall prepare the environmental impact assessment study for the project, 

required to carry out the environmental impact assessment procedure for the project and 

submit it to the body of the state administration responsible for the affairs in the area of the 

environment both in writing and electronic form, and to engage at least one person from the 

List of experts (Article 85 of the Law on Environment), to sign the study as person 

responsible for its quality. Within five working days from the day of receipt or completion, the 

body of the state administration responsible for the affairs in the area of the environment 

shall publish the environmental impact assessment study for the project on the web site of 

the MEPP and announcement that the study is completed and available to the public in at 

least one daily newspaper distributed on the whole territory of the Republic of Macedonia. 

Any person, the bodies of the state administration, mayors of municipalities, the City of 

Skopje and municipalities in the City of Skopje, may submit their opinions, in writing, the 

body of the state administration responsible for the affairs in the area of the environment, 

within 30 days from the day of publication the environmental impact assessment study. If the 

study does not contain certain legal requirements, the body of the state administration 

responsible for the affairs in the area of the environment shall return it to the Investor and 

specify the deadline within which it shall be supplemented or modified, which may not be 

longer than 40 days, starting from the day of the study receipt. 

57



Once the impacts on the environment have been identified and assessed in the prepared 

EIA Study, the process goes further with the review of the study adequacy. The review 

shall focus on identification of deficiencies of major and minor importance, which may have 

direct influence on the process of making decision with regard to the quality of the Study. In 

case no serious deficiencies have been detected, it will be so noted. Review of adequacy of 

the Study is a process of checking the adequacy of the EIA Study through “Report on the 

adequacy of Environmental Impact Assessment Study of the Project”, which is prepared by 

the body of the state administration responsible for the affairs in the area of the environment 

persons authorized thereby from among the List of experts within deadline which may not 

exceed 60 days from the day on which the Environmental Impact Assessment Study of the 

Project has been submitted together with the opinions on the Study obtained upon prior 

conducted public debate. The Report shall establish whether the Environmental Impact 

Assessment Study of the Project meets the requirements specified by the law and proposes 

the conditions that should be specified in the permit for the project implementation, as well 

as the measures for negative impacts prevention and reduction. In case of at least one 

response “inadequate” in the checklist, the Study is returned to the Investor who should 

supplement or finalize it within deadline that shall not exceed 30 days. 

Within five working days from the day of production of the Report on the adequacy of 

Environmental Impact Assessment Study of the Project, the body of the state administration 

responsible for the affairs in the area of the environment shall forward the Report to the 

bodies of the state administration responsible for the performance of activities relevant for 

the project and to the bodies of the municipalities, the City of Skopje and municipalities in 

the City of Skopje, on the territory of which the project is intended to be implemented and 

shall publish the Report on the web site of the MEPP and in at least one daily newspaper 

distributed on the whole territory of the Republic of Macedonia. 

The procedure through which the quality of the developed Study is checked is actually the 

main “protective procedure” incorporated in the whole EIA procedure. Most often, the quality 

of the Study is improved upon the completed review and thus better results are achieved 

with regard to environment and obtaining of approval for the project which has been 

generally accepted both by experts and public. 

Finally, the review gives recommendations on how and when should the serious deficiencies 

in the study be removed and which appropriate measures should be implemented during the 

project implementation. 

The EIA Study will be approved by the body of the state administration responsible for the 

affairs in the area of the environment only if all responses on the checklist have been 

assessed as adequate. Based on the EIA Study, the Report on the EIA Study adequacy, 

public debate carried out in accordance with Article 91 of the Law on Environment and 

opinions obtained, the body of the state administration responsible for the affairs in the area 

of the environment shall within 40 days from the day of submission of the Report, issue a 

decision granting consent or rejecting the request for the project implementation. 

The decision contains an assessment of whether the Environmental Impact Assessment 

Study of the project meets the requirement prescribed by the Law on Environment and 

conditions for issuance of the permit for the project implementation, as well as the measures 

for negative impacts prevention and reduction, particularly for: 

- prevention of harmful environmental impacts resulting from the project implementation, 

- prevention, restriction, mitigation or reduction of harmful impacts, 

- increase of positive environmental impacts resulting from the project implementation, 

and 

58



- assessment of expected effects of the proposed measures. 

Within five working days from the day of its issuance, the decision is submitted to the 

Investor, the body of the state administration responsible for the permit issuance, or decision 

for the project implementation and to the municipality or the City of Skopje on the territory of 

which the project is intended to be implemented and shall publish it on the web site of the 

MEPP and in at least one daily newspaper distributed on the whole territory of the Republic 

of Macedonia. If the Investor fails to present the decision, the body responsible for issuance 

of the permit or decision for the implementation of the project for which the environmental 

impact assessment is carried out, it shall not issue the permit or decision for the 

implementation of the project. 

The decision will cease to have legal effect if within two years from its issuance the 

implementation has not been initiated. 

National legal framework regulating the area: 

‣ Law on Environment (Official Gazette of the Republic of Macedonia no. 53/05, 81/05, 

24/07 and 159/08, 83/09, and 48/10); 

Decree determining the projects and the criteria under which the requirement for 

environmental impact assesment procedure performance is established (Official 


Rulebook on the information to be included in the notification on the intention to 

carry out a project and the procedure determining the requirement for 

environmental impact assesment of the project (Official Gazette of the Republic of 

Macedonia no. 33/06); 

Rulebook on the content of the requirements to be fulfilled by the environmental 

impact assesment study (Official Gazette of the Republic of Macedonia no. 

33/06); 

Rulebook on the content of the announcement of the notification on the intention 

to carry out a project, on the decision for environmental impact assesment, of the 

environmental impact assesment study on the project, of the report on the 

adequacy of environmental impact assesment study and the decision by which 

consent to the project implementation is issued or rejected, as well as the manner 

of public consultation (Official Gazette of the Republic of Macedonia no. 33/06); 

Rulebook on the form, content, procedure and manner of development of the 

report on the adequacy of the project environmental impact assesment study, as 

well as the procedure on the authorization of persons on the List of environmental 

impact assesment experts to prepare the report (Official Gazette of the Republic 

of Macedonia no. 33/06); 

‣ Law on Nature Protection (Official Gazette of the Republic of Macedonia no. 67/04, 

14/06 and 84/07 and 35/10); 

‣ Law on Waters (Official Gazette of the Republic of Macedonia no. 4/98, 19/00, 42/05, 

46/06) and new Law on Waters (Official Gazette of the Republic of Macedonia no. 87/08, 

6/09 and 161/09); 

Decree on waters classification (Official Gazette of the Republic of Macedonia of 

31 March 1999); 

59



Decree on categorization of watercourses, lakes, accumulations and 

groundwaters (Official Gazette of the Republic of Macedonia no. 18/99, 71/99); 

‣ Law on Waste Management (Official Gazette of the Republic of Macedonia no. 68/04, 

107/07, 102/08 and 143/08); 

List of wastes (Official Gazette of the Republic of Macedonia no. 100/05); 

‣ Law on Ambient Air Quality (Official Gazette of the Republic of Macedonia no. 67/04 and 

92/07 and 35/10); 

Decree on the limit values of the levels and types of polluting substances in the 

ambient air and alert thresholds, deadlines for limit values achievement, 

margins of tolerance for the limit values, target values and long-term targets 

(Official Gazette of the Republic of Macedonia no. 50/2005); 

Rulebook on the criteria, methods and procedures for ambient air quality 

assessment (Official Gazette of the Republic of Macedonia no. 82/06); 

‣ Law on Cultural Heritage Conservation (Official Gazette of the Republic of Macedonia 

no. 20/04 and 115/07); 

‣ Law on the Protection of Animals Welfare (Official Gazette of the Republic of Macedonia 

no. 113/07); 

‣ Law on Plants Protection (Official Gazette of the Republic of Macedonia no. 25/98, 6/00); 

‣ Law on Forests (Official Gazette of the Republic of Macedonia no. 64/09); 

‣ Law on Protection against Environmental Noise (Official Gazette of the Republic of 

Macedonia no. 79/07); 

Rulebook on the limit values of environmental noise levels (Official Gazette of the 

Republic of Macedonia no. 147/08); 

Rulebook on the locations of measuring stations and measuring points (Official 


Decision on determination of the cases in which and conditions under which the 

peace of citizens is considered disturbed by harmful noise (Official Gazette of the 


Additional relevant legislation: 

‣ Law on railway System (Official Gazette of the Republic of Macedonia no. 47/10); 

‣ Law on railway System Safety (Official Gazette of the Republic of Macedonia no.47/10); 

‣ Law on the Agreements on Shipments in the Railway Transport (Official Gazette of the 


‣ Law on Road Transport (Official Gazette of the Republic of Macedonia no. 68/04, 

127/06 and 114/09); 

60



‣ Law on Transport of Dangerous matters in Road and railway Transport (Official Gazette 

of the Republic of Macedonia no. 92/07 and 161/09); 

‣ Law on Spatial and Urban Planning (Official Gazette of the Republic of Macedonia no. 

51/05, 137/07 and 91/09); 

Rulebook on the standards and the norms of space planning (Official Gazette of the 


Rulebook on detailed content, scale and manner of graphical processing of urban 

plans (Official Gazette of the Republic of Macedonia no. 78/06 and 140/07); 

‣ Law on Building (Official Gazette of the Republic of Macedonia no. 130/09); 

‣ Law on Expropriation (Official Gazette of the Republic of Macedonia no. 33/95, 20/98, 

40/99, 31/03, 10/08 and 106/08); 

‣ Law on Agricultural Land (Official Gazette of the Republic of Macedonia no. 135/07) 

‣ Law on Public Hygiene (Official Gazette of the Republic of Macedonia no. 111/08 and 

64/09). 

Relevant multilateral agreements: 

Convention on Wetlands of International Importance especially as Waterfowl Habitats 

(Ramsar, 1971), ratified in 1977; 

Convention on the Protection of World Cultural and natural Heritage (Paris, 1972), 

ratified in 1974; 

Convention on International Trade in Endangered Species of Wild Fauna and Flora 

(Washington, 1973), ratified in 1999; 

Convention on Migratory Species Conservation (Bonn, 1979), ratified in 1999; 

The Convention on the Conservation of European Wildlife and Natural Habitats (the 

Bern, 1979), ratified in 1997; 

Agreement on the Conservation of the Bats in Europe (London, 1991), ratified in 

1999 (Amendment of the Agreement ratified in 2002); 

Agreement on the Conservation of the African-Eurasian Migratory Waterbirds 

(Hague, 1995), ratified in 1999; 

The Basel Convention on the Control of Transboundary Movements of Hazardous 

Wastes and their Disposal (Basel, 1995), ratified in 1997; 

Convention on Biodiversity (Rio de Ganeiro,1992), ratified in 1998; 

Convention on Access to Information, Public Participation in Decision-making and 

Access to Justice in Environmental Matters (Aarhus, 1998), ratified in 1999; 

Convention on Environmental Impact Assessment in Transboundary Context (Espoo, 

1991), ratified in 1999; 

Convention on Long-Range Transboundary Air Pollution (Geneva, 1979), ratified in 

1997, together with 8 protocols that have not been ratified yet 

61



United Nations Framework Convention on Climate Change (New York, 1992), ratified 

in 1997; 

European Convention for the Protection of Vertebrate Animals used for Experimental 

and other Scientific Purposes (Strasbourg, 1986), ratified in 2002; 

European Landscape Convention (Florence, 2000), ratified in 2003. 

Methodology of the Study preparation 

The methodology of the Study preparation involves planning and implementation of three 

main groups of activities: 

Activity 1: Collection of data for the preparation of “Baseline“ study 

Collection of data for provision of a stock of relevant information and clear picture of the 

state of the environment and social conditions, as basic precondition for comprehensive 

analysis of probable impacts on the environment to result from the implementation of the 

Project and measures required for their reduction. 

This activity involves desk work/analysis, as well as activities for field observation and 

definition of basic state of the environment of the area which is subject of this project activity. 

Analyses are focused on the review of available planning and technical documentation, while 

field activities are carried out to make evaluation of media and natural resources within wider 

corridor. 

Activity 2: Preparation of the Environmental Impact Assessment Study 

The EIA Study is based on the following technical requirements: 

1. Overview of considered alternatives. 

2. Identification and evaluation of probable direct and indirect impacts during the 

main phases of the Project life cycle: 

- Engineering design (planning phase); 

- Execution of construction works (construction phase); 

- Project functionality (operational phase); 

- Upon completion of the project use. 

3. Consideration of cumulative effects. 

4. Definition of applicable measures for probable impacts reduction, with preference 

for measures for avoidance and prevention, and use of compensation measures 

as sustainable alternative. 

5. Definition of Environmental management plan and monitoring over the 

implementation of the measures for reduction, for each of the project phases. 

А) Approach applied in identification of possible impacts from the Project 

implementation and measures for their reduction or avoidance 

Methodology for identification and assessment of potential environmental impacts includes: 

- Review of published literature (at national and international levels); 

- Use of relevant experiences and knowledge; 

- Interviews and discussions between Investor and relevant 

organizations/interested groups; 

- Review of relevant statistical and cartographic databases and census 

data; 

- Field work and investigations. 

62



Impacts will be significant if: 

- they are intensive, in space or time. 

- they are intensive with regard to assimilation capacity of the environment 

and nature. 

- they exceed environmental standards and thresholds. 

- they do not comply with environmental policy and land use plans. 

- they have negative impacts on ecologically sensitive and important areas 

or resources of the natural heritage. 

- they have negative impacts on the lifestyle of the community or traditional 

land use. 

B) Measures for impacts reduction 

Measures for environmental impacts reduction are required if there is probability for 

significant harmful and irreversible effects on the environment. The measures defined in the 

EIA Study are in accordance with the requirements of the relevant regulations and policies, 

as well as the best international practices. 

The principles of impacts reduction, including their hierarchical setup, are as follows: 

- Preference for measures for avoidance and prevention, 

- Consideration of feasible project alternatives, 

- Identification of standard measures for minimization of each significant 

impact, 

- Measures should be adequate and financially effective, 

- Use of compensation measures as the last available resort/measure. 

Activity 3: Consultation and finalization 

The expert team composed to develop this Study is obliged to participate in the process of 

its presentation before the concerned public and in the process of public consultation, as 

well as in the process of establishment of the EIA Study adequacy to result in ultimate 

approval of the Study by the MEEP. 

Macedonian legislation concerning EIA establishes the rules and the detailed procedures for 

public involvement in the process of decision making. 

63



Considered alternatives 

Introduction 

According to its position, the Republic of Macedonia is central Balkan state. It is situated on 

the crossroad of two corridors which are very important both for the Region and Europe. 

These are Corridor 10 on North-South direction and Corridor 8 on East-West direction. 

In principle, corridors are routes through which movement of people, goods, information, 

energy and other types of communication are carried out. Within this system of exchange, 

railway transport is of exceptional importance due to its ability for massive transport of 

people and goods. 

Railway transport on the Macedonian territory has had a long tradition. Railway connection 

at north-south direction over Skopje-Thessaloniki section was established as early as in 70s 

of the 19 th century. This is actually the present section of Corridor 10 on the territory of 

Macedonia. The intensity of the traffic has been much lower on east-west direction. The 

reason for this is the fact that the main port for the region, through which all external supplies 

of goods have been carried out, has been Thessaloniki. On the other side, all changes in 

technological development have been coming from north and so the north-south 

communication has been prevalent. 

Under the newly established political changes occurring by the end of the last century, and 

especially upon the break down of Warsaw Pact, contacts of the countries on east with the 

western world have been intensified. In this context, such processes have intensified in the 

area of the Balkans as well. In parallel with Thessaloniki port, the ports in Duras and Valona 

in Albania and Burgas and Varna in Bulgaria have become more and more operational. 

The construction of this railway line and other sections missing in Corridor 8 will contribute to 

the achievement of the goals of economic development and provision of less costly and 

faster transport of the population and goods. Railway connection of the Republic of 

Macedonia with the neighbouring countries is expected to influence positively in terms of 

enhanced economic activities and trade in the country and the region. At present, the 

transport through this corridor is carried out without interruption solely by road. Railway 

transport participates partially on the territories of the Republic of Albania, Republic of 

Macedonia and Republic of Bulgaria, but in local frames due to lack of connection of their 

railway networks. The necessity for mutual connection of these networks was recognized 

back in 1990s, and started in practice in 1994 with the commencement of the construction of 

the railway line Kumanovo-border with the Republic of Bulgaria. 

The western, undeveloped part which is also located on the territory of the Republic of 

Macedonia is on the extension Kicevo-Lin. This part requires development of full technical 

documentation in order to enable undertaking of specific investment activities towards its 

construction. 

The western, undeveloped part which is also located on the territory of the Republic of 

Macedonia, lies on the extension Kicevo-Lin. Full technical documentation should be 

prepared for this part in order to undertake specific investment activities towards its 

construction. So far, several pre-feasibility studies and action plans have been prepared, 

which have also considered the western part of Corridor 8. These documents were 

elaborated without detailed and more specific technical parameters, due to the fact that there 

is no technical documentation available at all. This project activity takes for the first time a 

comprehensive approach, which should result in provided financial resources for the idea 

implementation. During the project preparation phase, PE Railways prepared Prefeasibility 

Study. Its goal was to consider the possibilities for establishment of railway transport along 

64



Corridor 8, Kicevo-Lin direction and propose several possible variants. They include the 

necessary technical and economic analyses, providing relevant indicators of the justifiability 

of the construction of this corridor, as well as of the selection of the best variation for the 

future route. The overview of alternative variations for selection of optimal corridor 

considered in the Prefeasibility Study is given below. 

Evaluation of variations is most often done through analysis of several criteria, defined in 

advance for the Project assessment. These analyses, aimed at decision reaching, take into 

account all factors of relevance for the selection of the optimum variation. As far as any 

project of transport infrastructure is concerned, before we approach the selection of the 

optimum alternative solution, we have to take the reality as a starting point, i.e. that these 

projects have broader social interest and there are many stakeholders that feel directly or 

indirectly both positive and negative impacts thereof. The investment transport (linear) 

projects usually dispose of several variant solutions for the route, which differ mutually by 

several parameters from technical point of view, but also from financial investment point of 

view. Therefore, there is a constant search for the most optimal solution from among many 

possible combinations. Yet, how can we assess the most optimal solution and detect the 

best project or variation? 

With regard to evaluation and selection of the best solution for the transport infrastructure, 

two types of assessments should be considered, namely: 

Assessment of the individual usefulness of the project, 

Assessment of the societal usefulness of the project. 

Individual usefulness of the project concerns the benefit that could be acquired by the one(s) 

performing the transport or the one managing the transport infrastructure. Usually, these are 

public enterprises, in this case PE Railways, which performs activities in the transport sector. 

Criteria for societal assessment do not always correspond and are not identical with the 

interests taken in the analysis under the individual usefulness assessment. In the case of the 

transport infrastructure, important criteria that should be taken in the analyses are the travel 

time and external costs of the transport, environmental protection criteria, criteria related to 

safety of the transport and impacts on regional economic activities. 

Most often (but not solely or effectively), evaluation of the variant solutions of the project is 

made on the basis of technical and economic indicators and to this end we should 

determine: 

Costs required for the infrastructure construction and its operation, i.e. its exploitation 

and maintenance, 

Costs related to external effects of the transport (safety, reliability, environment), and 

Costs caused by the time spent in transport. 

The most frequently used methods for evaluation of the economic justifiability of the 

investment are based on Cost-Benefit Analysis. From among them, the methods of net 

current value and the method of internal cost-effectiveness rate, are the best known and 

universally applied. 

It is important to point out that the cost-benefit analyses are applied in the selection of the 

most adequate project solution concerning the route variation, i.e. the best solution in terms 

of investment. On the other side, the evaluation of the strategies for undertaking measures 

that are part of the transport policy of a country, is based on other methods and studies. 

65



With regard to strategic studies, special methods are used to broadcast the needs and the 

justifiability of application of specific measures and activities in the domain of transport 

policy. 

It is evident that few feasibility studies considered the aspects of environmental protection as 

a criterion for selection of a variation/route, which can in further phases be frequent and 

limiting factor. Namely, it often happens that variations selected on the basis of economic 

analysis are unfavourable in terms of possible environmental impacts. In this Study, the 

expert team focused on the analysis of environmental aspects in order to confirm or 

counteract the variations proposed by the designer. 

Considered alternatives 

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Figure 7 Considered alternatives 

Description of Alternative 1 

The solution for Section 1-Kicevo-Struga and for Section 2-Struga-Lin (border with the 

Republic of Albania) was predetermined by the adopted solution with the following general 


67






4 Length of twists with 500 м ≤ R < 800 m: 10.008 km = 15.99 % 

5. Length of twists with 800 м ≤ R < 1200 m: 3.654 km = 5.84 % 



8. Longitudinal inclinations 12.5 ‰ ≤ i ≤ 18 ‰ : 12.392km = 19.80 % 




12. Nominal speed 100 km/h 

The figure shows the section accepted for construction of the railway line to connect Kicevo 

and Lin (border with the Republic of Albania). 

Elements of the alternative: 

- Category of railway line – Based on the importance and function within the railway 




- Category of the terrain for the selected variant – From Kicevo to the village Meseiste, 

the terrain is characterized with hill and mountainous nature with presence of high hills 

and deep dales. From the village Meseiste to the village Kalista, the route stretches over 

ravine and marshy type of land. From the village Kalista to the border with the Republic 

of Albania, the terrain is hilly and mountainous with clearly huge steep slopes, dales, 

hills, taluses and gullies. 

The route is divided in two sections: 

Section 1- from km 115+600 to km 121+000. At km.115 of the route, the line enters a 

tunnel. Lithological units through which it passes include: phylitoides, marbles, limestones 

and diabases. Physical and mechanical characteristics of these rock masses are favourable 

for construction of structures of this type. The aspect that should be paid greater attention in 

further phases of investigation is the transgressive boundary between limestones and 

phylitoides, as well as the boundary between diabases and limestones. Both can be carriers 

of big quantities of water which will pose problems during the tunnel construction. From km. 

121+000 to km. 151+000, the route enters a terrain with much less clear inclinations. By 

several tunnels along the course of the river Sateska, the route lowers gently towards the 

village Meseiste. In this area, there are gullies, temporary and permanent watercourses and 

all of them enter into Sateska river. Tectonics of the terrain exists, but due to the coverage 

with delluvial cover and presence of intense vegetation, it is difficult to note. From km.123 to 

km.132, rock masses through which the route passes are basalts, clays, conglomerates, 

sandstones and marbles. After km.141, the route continues along the alluvial area of the 

river Sateska, but shales taking an anticlinal position with reference to Sateska river are 

found on left and on right of it. 

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Figure 8 Accepted section for the railway line Kicevo-Lin (border with the Republic of Albania) 

This part of the terrain is favourable for development of structures of this type, with the only 

remark that it is too narrow for highway and railway line, and therefore the gorge will require 

broadening and cuttings on left and on right of the river Sateska. Generally, the part of the 

route from km 123 to km 139 is favourable without any major problematic segments. 

Section 2- from km 157+000 to km 161 +000, the route proceeds through ravine and 

marshy conditions. The terrain is built of lake sediments, mainly clays, with high water level. 

Struga Fields are cut through with drainage canals, which presently ensure that the area is 

not a marsh. In the lower ground segments (18-19 m), there is a high hydrostatic pressure 

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which enables the occurrence of artesian water. The prefix “marshy terrain” makes it 

unfavourable for construction. During the line designing and construction, provision has to be 

made for uninterrupted drainage of the terrain where the line passes and serious analysis of 

the module of the stinginess should be undertaken of the terrain through which the route will 

be passing. From km.161 to km.136, the route runs over prolluvial sediments where no 

particular problems in construction are expected. From km.163 to km.164+900, the route 

passes through marbles, which we also regard to be a stable construction environment. After 

km 164+900, the route enters a tunnel which will be opened in a medium of stratified 

conglomerates and sandstones. Their azimuth is eastwards, with drop angle of around 40 . 

Besides conglomerates and sandstones, there are also phylitic shales and marbles. Azimuth 

and drop angle of the strata of these rock masses are similar with those of conglomerates. 

The tunnel as a structure exits at km 168, and then the route continues into phylitic shales. 

Foliation of these rock masses is under certain angle with reference to the route and it poses 

no particular problem in terms of the line stability. Generally speaking, from km.167 to 

km.170, the terrain is assessed as favourable for development of this type of facilities. 

Exploitation conditions – The regime of traffic regulation and monitoring has been 


The manner of crossing with other existing road arteries will be by way of delevelled 


Electrification system – single phase system with electricity voltage of 25 kV and frequency 

of 50 Hz. 

1.2 Zero alternative 

In case of project non-implementation, the effects would be as follows: 

Unchanged conditions in transport in this corridor (use of existing road means of 

transportation); 

Aggravated transport of passengers and goods. The existing mode of transport does 

not provide high comfort of travel in passenger transport; 

Delayed regional development; 

High transportation costs, with the transport not well organized even at medium long 

transportation distances. The price of transportation results in relatively high 

consumption of fuel per unit transported product or passenger. 

Low level of safety in road traffic compared to railway traffic. 

Use of fossil fuels in transport and low application of the so called “clean” energy 

resources in transportation of passengers or goods/ unchanged trend in the ambient 

air quality. 

Deteriorated quality of all environmental media. 

Characteristics of ecosystems and flora and fauna abundance will remain 

unchanged. 

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Table 4 Evaluation of alternatives 

Criteria 

Score 

Alternative1 

Zero alternative 

Technical evaluation + - 

Exploitation and transport + 0 

Cost-efficiency + - 

Environment ± 0 

+ positive 

- negative 

0 neutral 

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2 Project description and characteristics 

2.1 Brief history of Macedonian Railways 

The beginnings of the railway transport in the area of Macedonia date back in 1873, when 

the railway line Thessaloniki-Skopje was put in operation. 

In 1945, the Federal Railway Administration established the State Railways Directorate in 

Skopje. In 1963, the State Railway Directorate was transformed into Railway Transport 

Enterprise (RTE) - Skopje. In 1977, RTE Skopje was transformed into Railway Transport 

Organization (RTO)-Skopje. In 1990, organizational transformation returned the name RTE- 

Skopje. In 1993, RTE-Skopje was transformed into Macedonian Railways (MR) and became 

member of the International Union of Railways (IUR). 

By way of the Law on PE Macedonian Railways Transformation (Official Gazette of RM no. 

29/2005), the Enterprise was divided into two new entities in 2007, namely: 

1. Public Enterprise for Railway Infrastructure “Macedonian Railways” - Skopje 

2. Joint Stock Company for Transport “Macedonian Railways for Transport AD”-Skopje 

2.2 Railway infrastructure of Macedonia relative to neighbours 

Land transportation lines (railway infrastructure and roads) are the only resources for transport 

connection of the Republic of Macedonia as typically continental country with the countries in the 

Region and beyond, with regard to transportation of goods. 

With reference to railway infrastructure, only the railway Corridor 10, as one of the most 

important and longest pan-European corridors, connects the countries of Central and 

Southeastern Europe and with its southern section passes through the Republic of Macedonia, 

between railway stations Tabanovci and Republic of Greece. 

Republic of Macedonia, through the railway line Gj.Petrov Volkovo – G.Jankovic is connected 

with Kosovo, while through the railway line Bitola-Kremenica it is connected with the Republic of 

Greece. In 1984, transport on Bitola-Kremenica section was terminated. 

Railway connection with the Republic of Bulgaria and Republic of Albania has been planned 

through development of Corridor no.8 as one of the 10 Pan-European corridors to connect Black 

and Adriatic Seas through the railway line Burgas-Sofia-Skopje-Duras. 

The following sections of Corridor 8 should be constructed in the Republic of Macedonia: 

Kumanovo-Kriva Palanka-Border with the Republic of Bulgaria, which is under 

construction, and 

Kicevo-Struga-Lin (border with the Republic of Albania). 

2.3 Advantages of the railway 

Although the share of the railway transport in the overall transport of goods and passengers 

is lower compared to road transport, we should point out environmental, spatial, energy and 

other advantages of the railway transport compared to road, namely: 

1. Specific energy consumption: 

- in passenger transport is by 3.5 times lower compared to road transport, 

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- in freight transport, it is by 8.7 times lower compared to road transport. 

2. Specific emission of harmful gases compared to the value of all harmful gases in 

traffic: 

- in passenger transport it is by 8.3 times lower compared to road transport, 

- in freight transport, it is by 30 times lower compared to road transport. 

3. Safety in railway transport is by around 24 times higher than the safety in road 

transport. 

4. Space occupation, under equal flow through of the railway, is by 2 to 3 times smaller 

than I the case of highway. 

The above data clearly indicate the advantages of railway compared to road transport. 

The main advantages of this transport system may be summarized into the following 


Railway allows massive transport which is ranked second immediately after waterway 

transport. The weight of one freight train could range between 300 and 4000 t, and 

beyond. 

Transportation speed at medium long distances (500 to 1000 km) is competitive with 

the speed of air transport – high-speed trains (TGV) reach speeds during the use 

phase of 270 to 300 km/h. With classical passenger trains which run over well 

equipped lines, the speed is between 120 and 160 km/h. Classical freight trains run 

at speeds of 50 to 160 km/h; however, there are many special freight trains today 

which run at a speed of 200 km/h. 

High comfort of travel in passenger transport. The latest high-speed trains are 

equipped with comfortable seats, Internet and audio-visual connections on the seats, 

special cars for family travels with various kinds of automatic service, high-quality 

wagon-restaurants, sleeping cars, etc. 

Low transport costs in well organized transport on medium long transportation 

destinations. The low price of the transport results from relatively low resistance in 

movement and low energy consumption per unit transported product or passenger. 

Therefore, this transportation mode is cost-effective in case of massive transport of 

passengers and goods. 

High level of safety in transport compared to other transport modes. 

Apart from the possibility for use of diesel fuels for engines drive in locomotives, 

electricity can be used, too. This characteristic is very important, especially in the 

context of limited oil reserves in the world when we need to use the so called “clean” 

energy resources as much as possible. 

2.4 Description of the railway infrastructure 

Railway infrastructure is defined in paragraph 16, Article 2 and Article 24 of the Law on 

Railway System (Official Gazette of RM no. 47/10) and it comprises: 

Railway lines with superstructure and substructure; 

Railway stations; 

Tracks; 

Switching yards; 

Facilities on lines, plants and devices; 

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Electrification system; 

Trains electric traction facilities; 

Signaling and control systems; 

Communication and information systems in railway traffic; 

Buildings, depots and other building structures on railway stations serving 

organization and regulation of the railway transport and infrastructure 

maintenance; 

Land functionally belonging to the line and service points and structures; 

Air space above the line up to the height of 12 m, or 14 m. above the upper edge 

of the track with long distance transmission lines of voltage exceeding 220 KV. 

The route of a railway line is subject to strict designing criteria, both from safety and 

operational points of view. 

The most important difference between railway and road transport is that the vehicles 

composing the train are driven forcibly along fixed way (rails). Their motion is strictly 

controlled and subject of strict organizational and safety regulations. 

In functional terms, railway transport consists of three subsystems: 

- Railway or line, 

- Trains, i.e. several interconnected railway vehicles tracted by a vehicle with 

mechanical motor, 

- Phase of exploitation, i.e. organization of that transport. 

Classical track (the railway) consists of several materials connected mutually in a track grid 

of different elasticity. They transmit dynamic loads from vehicles on materials in the earth 

body. Classical railway consists of earth body, known as substructure and track also called 

superstructure. From geometrical point of view, the route of the line passes through uneven 

terrain. In order to enable the trains to run over it, uneven points on the terrain should be 

leveled, i.e. grade line of the railway should be formed, known as substructure and track also 

called superstructure. At points where the grade line of the route lies higher than the level of 

the terrain, dikes are made, while at points where the grade line of the route is lower than the 

level of the terrain, excavations are made. Incisions are made at points where the levels of 

the grade line and the terrain coincide. The substructure comprises dike, excavation and 

incision with their slopes and structures along the route which may be supporting wall, 

culverts, tunnels, bridges and viaducts. The superstructure consists of two rails laid down on 

sleepers and fixed on them by track accessories, laid down in ballast bed prism (ballast 

stone). 

The above concept of the superstructure is known under the term “classical track”. Each of 

the constituent elements of the railway should be studied separately and in more detail, 

while analyzing it as a single interactive whole. 

Trains are composed of several railway vehicles interlinked and tracted by (one or more) 

railway vehicle equipped with mechanical traction motor and locomotive. Characteristics of 

the vehicles (and trains accordingly) depend on the scope and the nature of transported 

products or passengers. 

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Figure 9 Constituent elements of the railway 

The phase of the railway transport exploitation is very important not only in terms of its costeffectiveness 

in functioning, but it also has influence on technical elements during line 

designing and selection of rail vehicles. For the purpose of safe performance of the railway 

transport, railway lines are equipped with signal control devices without which this transport 

can not be organized and practiced. Stations are official places on the line serving traffic, 

commercial and technical operations in the phase of the line exploitation, such as: receiving 

and dispatching goods and passengers, manipulation with cars and wagons, repair and 

maintenance of rail vehicles. Stations have several tracks, interconnected with turntables, 

revolvers and gears, as well as a number of auxiliary devices, installations and buildings. 

The three above subsystems of the railway transport system are in an interactive mutual 

interdependence and any change in one of those subsystems has impact on the 

performance of the other ones. Therefore, railway companies used to be for a long time a 

single whole in the frames of each country, i.e. they had monopoly position in the 

performance of the railway transport. 

2.5 Layout 

When two places are connected by railway line, it is practically impossible to draw the axes 

of the route as a straight line because of the configuration of the terrain and the need to 

avoid and pass through different physical obstacles on the ground. Therefore, several 

sections are drawn and circular horizontal twists are inserted in the cross-section of the 

sections, with certain radius of twists. Twists are divided into left and right depending on the 

direction of turning away from the direction following the route towards station. The end 

points of the twists are called start and end of the twist, and the breaking angle between 

sections is called intersecting angle. Station is the distance of each point from the axis of the 

line measured horizontally from the start of stationing. Horizontal projection of axis 

composed of sections and twists is called layout (outline plan) of the rail line. 

2.6 Longitudinal profile 

The section of the terrain with a vertical plane which by the axle of the railway line gives the 

axial terrain spot heights, which applied in a certain scale present the natural cross-section 

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profile of the terrain marked by the terrain height spots. A line leveling the earth masses 

(excavations and embankments) is projected on the terrain longitudinal profile, taking into 

account relief and geological characteristics of the terrain. The line projected in this way, 

which levels the earth masses, is the grade line of the railway line route. Its most important 

characteristic is the longitudinal slopes expressed in promiles (‰) or (m/km). If the grade line 

goes up towards station, we say that it is in rising, if it falls with the increase of the station, 

the grade line is falling. The spot where the slopes are changed are called intersections of 

the grade line. According to the Law on Railway System (Official Gazette of RM no. 47/10), 

the maximum longitudinal slope is restricted at 25 ‰. If the grade line does not level the 

earth masses and the material obtained from the excavation is not sufficient to make the 

embankments, then material is excavated from the terrain close to the axis, i.e. borrowing 

pits are established; while, in the opposite case (when we have more material than required 

for the embankments), the excavated material is transported to landfill. 

Cross-section 

If we make a section of the terrain with a vertical plane normal to the axis of the railway line, 

we will obtain the terrain spot heights which give the terrain line of the cross-section profile. 

The scale of application is 1:100 or 1:200. By applying of such drawn cross-section profile of 

the terrain on the spot height of the grade line (spot height of the subgrade) and inclinations 

of the embankments or excavations and/or artificial structures, we obtain the cross-section 

profile of the railway line. The upper surface of the cross-section profile, onto which the 

superstructure of the track is applied, is called subgrade of the railway line. The key data on 

the subgrade in the designs of our railway lines are specified with reference to the railway 

line rank. 

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Figure 10 Cross-section of embankment, excavation and incision of single-track line 

First, ballast prism is applied onto the subgrade of the railway line, and then sleepers and 

two rails are fixed on them at the end. The upper surface of the rails is marked as spot 

height of URE (Upper Rail Edge) and it defines the free profile of the railway line. 

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Figure 11 Superstructure of the railway line 

The structure gauge (maximum moving dimensions) is the space above URE, which should 

be secured against all kinds of lateral obstacles in order to guarantee safe passage of 

railway vehicles (it also includes certain expansions, i.e. reserves). 

Apart from the structure gauge (maximum moving dimensions), the loading gauge is also 

important for the designing. It is the space in which every loaded railway vehicle, i.e. every 

full wagon should be accommodated and nothing should be outside of it. 

Figure 12 Cross-section and constituent parts of the line 

Overpasses are bridge constructions leading other transport lines above the level of the 

railway line. 

Underpasses are bridge constructions leading other transport lines below the level of the 

railway line. 

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Culverts are structures beneath the subgrade of the railway line (substructure), used for 

drainage of small quantities of water – storm waters from a given watershed area or minor 

permanent waters (streams), as well as receipt and drainage of the water from the canals. In 

some cases, they are used for animals and agricultural mechanization passage under the 

railway line. The openings of culverts range from 1.5 to 5.0m. 

The connection between the main platform and other inter-track platforms in a station can be 

established by a corridor (sub-corridor) beneath the tracks and it is intended for safe 

passage of the passengers from one platform to another. They are constructed only in major 

stations with high frequency of traffic and people. 

Canal is prefabricated concrete element used to coat the drainage canals of the subgrade of 

the line in order to provide more efficient removal of waters (storm, less often permanent) 

and for easier maintenance. Canals are used for overflow drainage of surface water falling 

onto the subgrade of the line and surrounding terrain, as well as the water originating from 

the watershed area. By this, the possibility for the line subgrade flooding is avoided. 

For the purpose of easier and faster passengers getting on and of the board, supply, 

uploading and unloading of luggage and mail, platforms are constructed along the tracks and 

their subgrade line is elevated above the tracks. They are divided into passenger and official 

(luggage-mail). Depending on the position, they are divided into main – by the passenger 

building and inter-track (between the tracks). 

The station fence delineates the station area which is an area of land restricted by closed 

lines on irregular polygonal shape and the boundary is most often from the entry to the exit 

signal. 

These are structures aimed at securing the earth body against rocks sliding, securing of 

excavations and embankments, reduction of the length of the embankment cross stays. This 

is undertaken in conditions which are unstable for the subgrade protection, terrains prone to 

earth sliding, avoidance of unaesthetic forms of the embankments in populated places or 

reduction of the expropriation scope. 

Proper drainage of the line subgrade in cases in which the groundwater level is raised to the 

level posing danger for the subgrade condition (either from infiltration or capillary lifting of 

those waters) is developed by way of drainage installation. Drainage of the subgrade is 

collection and transportation of the water from the terrain resulting from groundwaters or 

surface waters that could permeate into the subgrade. 

2.7 Stations layout and longitudinal section 

Stations are official points along the line route, where transport, technical and commercial 

activities are performed. Depending on the purposes, stations are designed with different 

characteristics in relation to facilities and installations within the station. At the stage of 

Conceptual design and main design, the positioning, the role and functional equipment of 

stations should be elaborated in more detail. 

Distribution of the stations depends on the required perspective permeability performance of 

the line and level of development and functional equipment of the area through which the 

line passes. From exploitation point of view, the best arrangement of the station is when the 

driving times of a pair of trains in all inter-station distances are approximately the same. 

In relation to populated places, the position and the size of the stations should be 

determined and integrated into general and detailed urban plans of urban agglomerations. 

While selecting the location for the passenger station, it should be planned near central 

urban zones, which are well connected with public urban transport systems for passengers 

79



transport. In major urban agglomerations, there are usually more than one stations 

designed, which inter alia are also used for suburban passenger transport and formation of 

so called “multi-modal junctions” in which several types of transport systems have their 

station terminals. Of course, these planning should take into account the prospective 

volumes of transport and the so called “modal distribution” by types of transport systems. 

The railway station, with the installations and facilities that compose it, occupies large area 

and therefore care should be taken of the size of the cross-section gauge of the station 

plateau. It is recommendable to design the station plateau on a shallow embankment for 

easier drainage. 

Great savings in stations construction could be achieved if the location has favourable 

geological composition. Modern techniques for terrain improvement by injection or 

replacement of materials offer technical solutions even under unfavourable conditions, but 

this increases the cost of construction. 

Stations should be designed “in direction”, but if solution of a station with horizontal twist is 

justified, then the minimum radius is 500 meters, with the turntables being “in direction”. 

Figure 13 Required station width 

Conceptual design has been prepared for all stations planned along the route of the newly 

designed railway line, determining the number and the type of official buildings, access 

roads and connection with the remaining urban structure. 

The length of a station is determined in relation to the length of the tracks in the station on 

which all required tasks with the trains may be performed without interruption and safely. To 

this end, the length of the trains should be determined and it is calculated by way of the total 

number of axles of the vehicles comprised in the longest train to be stopping at the station. 

In determining the length of the train, the axial mean distance of 5 meters (mean distance 

along axle) is taken. To determine the length of the tracks, two lengths of a 25 meters long 

locomotive and 10 more meters reserve are added to this length, to provide safety on both 

sides of the track. The number of axles on the longest train is taken to be 100 or 150 axles. 

The distance between the tracks in the station is 4.75 meters, if it is not electrified, or 6.0 

meters if the station is electrified and requires erection of columns for contact line. The width 

of a station depends on the number of tracks, their mutual distances and structures and 

premises for official purposes. The grade line of the station should be in horizontal or with 

the maximum bottoming slope of 1.5‰. 

2.8 Bridges and viaducts 

Bridge is construction which crosses over larger watercourse with an opening exceeding 5.0 

m. Viaduct is a construction crossing over a gully that can not be crossed over by an 

embankment because of great heights of excavation. 

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Selection of the position for a bridge location depends on hydrological conditions of the 

riverbed, geological conditions on the bottom of the riverbed and banks of the river, direction 

of the watercourse flowing compared to the line axis, topographic conditions, longitudinal 

and cross-section profiles of the riverbed. 

Determination of the location for the bridge is made as early as upon initial technical 

explorations. In this initial stage of designing, such places are designed as fixed points, i.e. 

points through which the route should run. 

While selecting the place for river crossing, the following should be taken into account: 

o Selection of the direction by which river is to be crossed is adjusted with the route 

layout and it should not deteriorate technical characteristics of the route layout, 

o The best place to select is where the watercourse does not spread even at the 

biggest water, i.e. where banks exist to enable crossing the river at the lowest 

distance, 

o When widely spread riverbed needs to be crossed over, then the place where the 

axis of the line is normal to the axis of the real flow should be selected. Also, in 

situations like this, the most suitable places for foundation of the columns should be 

selected, 

o A crossing place above which major tributary enters the river should be avoided, in 

order to avoid danger from great waters striking the bridge columns directly, 

o The location selected for a crossing should be where the riverbed is permanent, i.e. 

the water should not erode nor fill in the riverbed with deposits, thus damaging the 

riverbanks, 

o Access roads to the bridge should be favourable with regard to the works and 

stability of the earth body. This is especially important for high embankments, which 

should be well secured against the impacts of the watercourses, 

o Considering the fact that the value of foundations is in some cases even above 50% 

of the total costs for a bridge construction, the place of each column should be 

examined and specified in detail. 

In many cases, it would be impossible to observe the best conditions for a bridge location 

and therefore modification of the existing state of the riverbed and the terrain should be 

undertaken. 

By their constructive characteristics, properties and shapes, viaducts are not different from 

bridges. However, their position on the route differs from the one of the bridges. 

o 

o 

o 

Viaducts are used to cross over deep gullies where such solution is better justified 

than high embankment, 

Viaducts are especially applied where the route runs through a populated place, 

because urban area is densely developed on the surface. The only solutions in 

leading the line route in cases like this are viaducts or tunnels, 

These structures are most frequently used to cross over unstable terrains, such as 

earth-slides. The decision is made on the basis of economic and technical solutions 

for unstable terrains reclamation. 

2.9 Inclinations of cuts and embankments 

Inclinations facilitate transition from the subgrade of the transport line to surrounding natural 

terrain and provision of stability of the substructure. 

The slope of the inclinations and the measures for their protection have influence on the 

stability of the structure, occurrence of inclinations sliding and on the scope of the 

maintenance and rehabilitation works during the operational phase. 

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The optimum slope of inclinations depends on the type of material and its actual condition, 

its physical and mechanical characteristics, height of inclinations and measures envisaged to 

protect inclinations from external impacts. 

From economic point of view, it turns that inclinations should be designed with maximum 

slope, which ensures stability of inclinations, because in such case the cubic volumes of 

excavated material or deposited material and areas of expropriated land are the smallest. If 

we analyze this choice in terms of costs related to the protection of such inclinations, we 

may conclude that their maintenance and rehabilitation during operational phase are highest. 

With regard to most of the materials, no steeper slope of inclinations than 1:1.5 which is 

adopted as standard inclination can be applied. Only embankments made of crushed stone 

or cutting into a rock may be executed with a slope of inclinations steeper than 1:1.5. For the 

purpose of easier maintenance of the slopes of embankment inclinations, they are not 

executed with slopes steeper than the standard slope of 1:1.5. Slopes gentler than 1:1.5 are 

designed to correspond with the characteristics of the materials, primarily when the strength 

of shearing is low. Gentler slopes are also made in cases in which: 

There is a need for integration of the transport line into the environment, 

In sharp twists in order to enhance visibility in driving, 

There is danger for snow drifting of the transport line. 

2.10 Locomotives 

Locomotives are motor towing (tractional) vehicles without space for a load, but only 

mechanical motors for trains towing (traction). According to the type of the motors, 

locomotives can be divided as follows: 

Steam locomotive (steam fueled); 

Electric locomotive (electricity driven); 

Diesel locomotive with internal combustion motors (they use oil). 

The choice of the type of locomotive to be used for trains traction depends on: 

geometrical characteristics of the track and structures along the route, 

envisaged exploitation characteristics, such as traffic load, maximum loads and trains 

weight, required performances during the operational phase (speed, durability), 

type of available and required line equipment (possibilities to use steam, electric or 

diesel drive). 

The use of steam locomotives is not as widely spread as in the past and therefore the most 

important characteristics of the electric locomotive that will be used and electrification 

systems in railway are presented here. 

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Figure 14 Schematic overview of the main constituent elements of electric locomotive 

2.11 Towing vehicles 

Towing vehicles to be used on this route are divided into: 

- Railway cars (or just cars) used for passengers transport; 

- Luggage vans used to transport mail shipments and express mail; 

- Wagons used to carry goods or objects; 

- Cars with platforms (usually uncovered wagons used to transport passenger 

vehicles). 

The length of the trains (which is important for the desing of a line and stations and planning 

of the operational phase) is determined by taking the real length of towing means and the 

average axial distance of towing vehicles. 

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Figure 15 Passenger wagon 

The carrying weight of trains ususally ranges between 15 and 45 tones. This is very 

important characteristic of cars, because bigger carrying weight enables carrying bigger 

loads by shorter compositions. 

2.12 Systems of railway electrification 

The main characteristics of the system of electrification include the type of current and 

voltage in the contact grid, characteristics that have been taken also in the classification of 

electrified railways. 

Electricity supply to this system is conducted by long distance transmission lines in the 

railway electricity supply system. 

Figure 16 Railway electrification system 

The available current goes to electric towing substations where through current rectifiers it is 

transformed from alternating into direct current (first, the voltage of the alternating current, 

through transformers, is reduced to 3000 V). Such current is then released into contact 

network. The positive characteristics of this system are that it enables to apply simpler 

constructive solutions for electric motors of the locomotives. 

The above system has the following disadvantages: 

the need for current rectifiers which rectify the current from three-phase into direct, 

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relatively low voltage in the contact line of 3000 V which requires that it has large 

section (320 to 520 mm 2 , carrying cord of 120 mm 2 and contact line of two weirs of 

100 or 200 mm). 

The need to place the electric towing substations at small distances of 15 to 35 km. 

Single-phase (mono-phase) system 

This system of electrification uses alternating (single-phase) current with a frequency of 50 

Hz and normally voltage of 25000 V in the contact line. Electricity is taken from the network 

of long distance transmission lines with a voltage of 110 KV (or, directly from the power 

plant) and it is led to electric towing substation. Here, by way of transformers, the voltage is 

reduced to 25000 V and such alternating current is released into the contact line for 

locomotive supply. 

The locomotive itself contains transformers for reduction of voltage to around 1000 V and 

rectifier which transforms the alternating into direct current. This voltage powers the electric 

motors of locomotive. 

The advantages of this system include: 

Small section of the contact line (owing to the high voltage of 25 KV, it consists of 

carrying cord with a section of 65 mm 2 and contact conductor of one weir with a 

section of 100 mm 2 ), 

Electric towing substations may be positioned at larger distances of 75 to 80 km. 

As a shortcoming of this system of electrification, we should mention the significant increase 

in the weight of the locomotive due to the requirement for current transformers and rectifiers. 

This contributes to the need for more complicated construction of locomotives and their 

bigger sensitivity to changes in voltage. 

2.13 Electric traction 

The application of electric traction dates back in the end of the 19 th and beginning of the 20 th 

century. The first constructed electric traction vehicles used direct current which was the only 

type of current known at that time, and so electric motors could not use current with a 

voltage higher than 500 V. 

By discovering the polyphase currents, possibility for construction of a different type of 

motors was created. 

New discoveries in the field of electric power enabled development of different technical 

solutions for electric motors. Different countries adopted and improved different systems of 

electric traction: 

Switzerland, Sweden, Austria and Germany apply single-phase system with 16 2/3 

Hz and voltage of 15000, 18000 and 22000 V. 

The Netherlands, France and England use direct system (direct current) with a 

voltage of 1500 V and 1650 V. 

Italy uses direct current as well, but with a voltage of 3000 V, and Russia with 3000 

V, etc. 

The main railway line Tabanovce-Gevgelia is eletrified through a system of single-phase 

current with a frequency of 50 Hz and voltage of 25000 V. In the frames of the railways 

system of the former Yugoslav state, railway line electrification from north to Zagreb is by a 

system of direct current with a voltage of 3300 V итн. 

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Depending on the type of the current, used to power the electric motors, locomotives are 

divided into locomotives with direct current, locomotives with single-phase current and 

locomotives with three-phase current. 

Electric locomotive of mono-phase system 

Our electrified railway lines use the mono-phase system of electrification (current with 

voltage of 25000 V and frequency of 50 Hz). The most frequently used locomotives of this 

type here are locomotives Е-441 and Е-461. 

Locomotive Е-441 has a drive wheels diamater of 1.25 m in new rims and 1.17 m in torn out 

rims. The mass of the locomotive amounts 80 t. It has 4 electric motors and axial pressure is 

20 t, maximum motion speed is 28000 daN. The hourly traction power of the wheels rim 

(efective) in case of half torn out rims is 19000 daN. 

Besides electric locomotives, there are also other electric motor vehicles, most often used in 

urban public transport of passengers in large cities. Electromotor cars have electric motor 

drive, and the required electricity is taken from contact line via prantograph, as well as 

electric locomotives. They differ from locomotives in the aspect that these vehicles have 

space for passengers reception, too. 

2.14 Diesel locomotive 

Motors in diesel locomotives use oil as driving fuel and they are equipped with cisterns, oil 

storage tanks. 

The advantage compared to electric locomotive is that the diesel locomotive is entirely 

independent from external additional driving installations, like electricity supply. Diesel 

locomotive consists of diesel motor, power gear, auxiliary machines, locomotive pedestal 

and commanding area. 

Diesel motor is used to drive the locomotive. It is internal combustion motor which uses oil 

as fuel. As a result of the high temperature achieved during air compression in motor 

cylinders, the oil is agitated and combusted releasing energy. The overall motor output may 

exceed 3000 horse-powers. 

The power gear with diesel locomotives is very important for the traction performance. Diesel 

motor provides normal output only under normal, optimum number of revolutions and it is not 

able to turn the wheels directly as it is done by electric traction motors. In order to utilize the 

output rationally, the gear is placed between it and locomotive driving wheels. Thanks to it, 

the motor may work unburdened with optimum number of revolutions, and then by way of 

various transmissions the locomotive wheels are connected to move at a speed suitable for 

the current motion conditions (increasing or decreasing the speed, independently from the 

motor performance or stopping them from turning with the motor continuing to work). 

Auxiliary machines and equipment with diesel and diesel-electric locomotive include: 

Accumulator batteries, which have the role to supply electricity to the electric 

starter (servo-motor) to put the diesel motor in drive. 

Motor-generator of continuous current, which is connected through a belt to a 

gear of the diesel motor and generates electricity. 

Air compressor, used to produce compressed air supplied to breaks, sand 

blasting devices, to regulate the performance of diesel motor, etc. 

Electrical instruments installed on the table in locomotive command cabinet used 

for vehicle movement steering and control. 

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Locomotive pedestal consists of steel rim produced of primary and secondary longitudinal 

and cross-section bearings with other conjunctions and rigid segments. The whole 

construction is placed on its upper side, including all parts (bodywork), while the lower part 

holds the pivots for the revolving socles which enable radial movement of axles and wheels. 

Control area serves to accomodate the command (driving) board on which all devices and 

instruments for the locomotive command and control are placed. 

2.15 Specific solutions for the Project 

The selection of a specific solution for Section 1-Kicevo-Struga and for Section 2-Struga-Lin 

(border with the Republic of Albania) has got the following general characteristics: 




4 Length of twists with 500 m ≤ R < 800 m: 10.008 km = 15.99 % 

5. Length of twists with 800 m ≤ R < 1200 m: 3.654 km = 5.84 % 



8. Longitudinal inclinations 12.5 ‰ ≤ i ≤ 18 ‰ : 12.392 km = 19.80 % 




17. Nominal speed 100 km /h 

The figure below shows the accepted section for construction of the railway line to connect 

Kicevo and Lin (border with the Republic of Albania). 

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Figure 17 Accepted section of the railway line Kicevo-Lin (border with the Republic of Albania) 

- Category of railway line – Based on the importance and function within the railway 


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- Category of the terrain for the selected variant – From Kicevo to the village Meseiste, 

the terrain is characterized with hill and mountainous nature with presence of high hills 

and deep dales. From the village Meseiste to the village Kalista, the route stretches over 

ravine and marshy type of land. From the village Kalista to the border with the Republic 

of Albania, the terrain is hilly and mountainous with clearly huge steep slopes, dales, 

hills, taluses and gullies. 

- Engineering geological characteristics – Generally, the routes pass through solid 

coherent rock masses, medium to poorly coherent rock masses and non-coherent rock 

masses. The solid coherent rock masses are represented with phylites, phylitoides, 

marbles, diabases, metarhyolites and shales. They provide favourable building 

environment, but care should be taken of shale nature, foliation and stratification 

aspects. Poorly to medium coherent rock masses are Triassic and Pliocene sediments 

(claystones, conglomerates, sandstones and clays). Such rock masses are generally 

considered as unfavourable building environment and therefore they require special 

treatment. Apart from the above mentioned poorly coherent rock masses, there are also 

lake sediments of Quarternary age represented through clays, dusty to sandy clays, 

sands and slag rims. The environment of lake sediments is assessed as unfavourable. 

Unfavourability is especially present at places with high water level. Non-coherent rock 

masses – this group includes Quarternary (alluvial) sediments. They are represented in 

the riverbed of Treska and along the course of Sateska river. They make a favourable 

building environment. 

- Section 1- from km 115+600 to km 121+000. At km.115 of the route, the line enters a 

tunnel. Lithological units through which it passes include: phylitoides, marbles, 

limestones and diabases. Physical and mechanical characteristics of these rock masses 

are favourable for construction of structures of this type. The aspect that should be paid 

greater attention in further phases of investigation is the transgressive boundary between 

limestones and phylitoides, as well as the boundary between diabases and limestones. 

Both can be carriers of big quantities of water which will pose problems during the tunnel 

construction. From km. 121+000 to km. 151+000, the route enters a terrain with much 

less clear inclinations. By several tunnels along the course of the river Sateska, the route 

lowers gently towards the village Meseiste. In this area, there are gullies, temporary and 

permanent watercourses and all of them enter into Sateska river. Tectonics of the terrain 

exists, but due to the coverage with delluvial cover and presence of intense vegetation, it 

is difficult to note. From km.123 to km.132, rock masses through which the route passes 

are basalts, clays, conglomerates, sandstones and marbles. After km.141, the route 

continues along the alluvial area of the river Sateska, but shales taking an anticlinal 

position with reference to Sateska river are found on left and on right of it. 

- This part of the terrain is favourable for development of structures of this type, with the 

only remark that it is too narrow for highway and railway line, and therefore the gorge will 

require broadening and cuttings on left and on right of the river Sateska. Generally, the 

part of the route from km 123 to km 139 is favourable without any major problematic 

segments. 

- Section 2- from km 157+000 to km 161 +000, the route proceeds through ravine and 

marshy conditions. The terrain is built of lake sediments, mainly clays, with high water 

level. Struga Fields are cut through with drainage canals, which presently ensure that the 

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area is not a marsh. In the lower ground segments (18-19 m), there is a high hydrostatic 

pressure which enables the occurrence of artesian water. The prefix “marshy terrain” 

makes it unfavourable for construction. During the line designing and construction, 

provision has to be made for uninterrupted drainage of the terrain where the line passes 

and serious analysis of the module of the stinginess should be undertaken of the terrain 

through which the route will be passing. From km.161 to km.136, the route runs over 

prolluvial sediments where no particular problems in construction are expected. From 

km.163 to km.164+900, the route passes through marbles, which we also regard to be a 

stable construction environment. After km 164+900, the route enters a tunnel which will 

be opened in a medium of stratified conglomerates and sandstones. Their azimuth is 

eastwards, with drop angle of around 40 . Besides conglomerates and sandstones, there 

are also phylitic shales and marbles. Azimuth and drop angle of the strata of these rock 

masses are similar with those of conglomerates. The tunnel as a structure exits at km 

168, and then the route continues into phylitic shales. Foliation of these rock masses is 

under certain angle with reference to the route and it poses no particular problem in 

terms of the line stability. Generally speaking, from km.167 to km.170, the terrain is 

assessed as favourable for development of this type of structures. 

- Exploitation conditions – The regime of traffic regulation and monitoring has been 


- The manner of crossing with other existing road arteries will be by way of delevelled 


- Electrification system – single phase system with electricity voltage of 25 kV and 

frequency of 50 Hz. 

2.15.1 Design parameters for open line, stations and intersections 

The line will be intended for combined transport (freight and passenger), with prevailing 

freight transport; 

It will be designed as single-track of standard gauge equal to1435 mm; 

Nominal speed will be 100 km/h for passenger and freight transport and consequently 

the minimum elements of horizontal twists are min. R=500 m and Lp=140 m; 

The maximum qualified longitudinal inclination will amount 25‰, taking into account that 

the subject terrain in which the route will be designed is difficult mountainous one. The 

minimum radius of vertical twists is 10 000 m; 

Electrification system 25 kV, 50 Hz. Nominal speed of 100 km/h for contact network and 

equipment of the contact network, supply and control of the traction. 

Telecommunication – Communication system with optical cable GSM-R (GSMR- 

Raylwas) (wireless telecommunication platform developed specially for railways) for 

conversational link and data transmission; 

Signalization – Electronic centralization, facilitating remote control; Automatic blocking 

system (without blocking signals); European Railway Transport Management System 

(ERTMS) /European Train Control System (ETCS) level 1, Transmission System CTM 

16 (synchronized transport system); 

Width of the track subgrade of 6.00 m; 

Protection layer against freezing of 50 cm; 

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Thickness of ballast prism – minimum 33 cm, under the lower edge of the sleeper in 

transversal cross-section under the rail; 

Module of sub-base compressibility Е 0 = 30 МРа; 

Module of subgrade compressibility Е пл = 60 МРа; 

Welded rails in LRT , rail type С 49 on reinforced concrete prestressed sleepers of type 

MP94 fixed by elastic fixing accessories and laid onto ballast prism, of an average 

thickness of 35 cm, beneath the pressing surface of the sleeper; 

Drainage system – concrete canals and drainage elements, as required; 

Distance between tracks, as well as minimum distances to the structures in official 

places will comply with the Rulebook on superstructure designing; 

Height of platform above URE-min. 55 cm; 

Length of platforms-min. 220 m for intersections and 400 m for stations; 

During designing, the signed intergovernmental agreements and protocols for railway 

connection establishment will be observed; 

During designing, the agreed border stations on Macedonian and Albanian side, 

respectively: Struga and Lin, will be respected. 

Standing point on the border between the two countries will be specified additionally. 

2.15.2 Section 1 

Section 1 will extend from the railway station Kicevo at km.102+600, which is at the moment 

the final station of the line Gjorce Petrov-Kicevo, up to the future railway station Struga, to 

km.156+238.19. The railway station Struga will be part of the second section, Struga-border 

with the Republic of Albania. This division serves the purpose/possibility for the final part of 

the route to become operational in case of possible phase construction of the line. This 

means provision of the commencement of construction in the opposite direction, i.e. from Lin 

(border with the Republic of Albania) towards Kicevo. 

2.15.2.1 Section 1.1- horizontal solution 

Considered variant starts from the railway station Kicevo at km.102+688.33, where the line 

Gjorce Petrov-Kicevo ends, from km.0+000 to km.102+688.33. 

The route is characterized with exceptionally complex terrain conditions, which directs the 

designer to apply to the maximum the prescribed minimum parameters for the line. This 

means very frequent use of the minimum radius of 500 m, for the purpose of utmost 

integration of the route into the terrain. The most difficult terrain conditions are on the first 18 

km. 

- Route from km.102+136 to km.113+000 

This is a section from the first inter-station distance, from the railway station Kicevo to the 

intersection Brzdani, with a length of 9.7 km. This part of the route is characterized by the 

fact that the designer has to address several problems: 

Bypass of the village Drugovo on its upper side, with parallel running of the railway 

line route with the route of the future highway from km.105+900 to km.107+600; 

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Crossing the river Treska, at km.107+929, where the route proceeds along the river 

valley of Brzdanska Reka towards south; 

At km.111+500, the route runs westwards and at km.112+363.61, the station plateau 

of the intersection Brzdani starts. 

The route is rather diversified, which is imposed by terrain conditions which are exceptionally 

difficult. There are 12 horizontal twists in total, two of which are of minimum radius of 500 m. 

This shows that the designer has managed to integrate to the maximum extent into the 

surrounding, applying the minimum radius. Two twists of 500 m radius have been envisaged, 

one right and one left. There are total of five twists of 600 m radius, two left and three right. 

There is also one left twist with a radius of 850 m, one right twist with a radius of 1200 m and 

one left twist with a radius of 1500 m. The core part of the intersection Brzdani itself is in the 

right horizontal twist with a radius of 700 m. 

It should be pointed out that the selection of the variant for the route has taken care of the 

length of intersections. It should enable accommodation of the specified transitional twists, 

as well as straight segment of minimum В/2 or 50 m. 


This is the second inter-station distance of this variant, starting from the intersection Brzdani 

and extending to the intersection Slivovo. Immediately upon the exit from the intersection 

Brzdani, the route rises up to the entry portal of the base tunnel on the Mountain Bigla, in 

order to transfer it on the opposite side in the valley of the river Sateska. The tunnel has a 

length of 5610 m and it is aligned, except the last 180 m from the exit portal which is in a 

right twist with a radius of 700 m. There is also one left twist with a radius of 500 m, one left 

twist with a radius of 700 m and one right twist with a radius of 2000 m. Through this tunnel, 

the route is directed somewhat more southwards. Immediately after the exit from the tunnel, 

the route enters into the intersection Slivovo at km.121+264.41. The intersection Slivovo is 

located on the left horizontal twist with a radius of 700 m. This is completely new station 

plateau at level 900. 


This section is entirely laid over the valley of the river Sateska. The route runs in parallel with 

the route of the current main road to Ohrid as well as the route of the future highway. There 

is no mutual cross-cutting, because the routes of the roads are constantly on the right side of 

the valley, while the railway line on the left. 

The route is well integrated in the surrounding, with optimum use of the elements of 

horizontal solution. Thanks to that, the number of structures (tunnels and bridges) is 

relatively low. 

Rather big problem in route leading occurs in the part from km.125+100 to km.132+100. 

Namely, in this part, the route enters into a narrow gorge of the river Sateska, with very 

steep slopes. 

Earlier, at km.125+300, the route crosses from left to the right side of the river Sateska and 

proceeds along that direction up to the intersection Izdeglavje. 

In the context of the above, on plans in Р=1:2500, the designer is able to locate the route 

more precisely. At the level of basic design, it will be necessary, by way of microreplacement 

through cross-section profiles, to specify the ultimate location of the route in the 

gorge. 

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As mentioned above, the layout is well developed. There are four horizontal twists with a 

radius of 500 m, three of which right and one left, three twists with radius of 800 m and three 

left and one right twist with a radius of 1000 m. 

2.15.2.2 Longitudinal profile-Vertical solution-Section 1.1 

Vertical solution for the alternative was elaborated based on terrain conditions through which 

the route is guided. 

During the railway line designing, the criteria for the minimum longitudinal 0‰ and maximum 

slope 23.6‰, as well as radius of vertical twists of 10 000 m have been observed. 

The station Kicevo lies in a horizontal at grade level 630, the length of the grade level 

shoulder is 1362.7 m. Then, slope of 12‰ with a length of 500 m follows, which is preceding 

piece between the horizontal and the slope of 20‰ with a length of 2570 m. 

Then comes rising with a slope of 8.2‰ and 20.7‰ and crossing by a bridge at km 

107+811.00 above the main road Kicevo-Kjafasan and river Treska reaching the level 

729.29 at km 108+833.00. Rising proceeds with a slope of 19‰ and 22.5‰, with lengths of 

1046.26 m and 1844.74 m, respectively. 

In this way, we reach the intersection Brzdani at km 112+363.61 and level 794.99. Both 

turnout shafts of the intersection are with a slope of 10‰ and length of 395 m and 320 m, 

respectively. The grade level shoulder, created between them, is with a slope of 1.5‰ and 

length of 695 m. After the intersection Brzdani, the route mounts towards the base tunnel 

Bigla which is 5610 m in length. 

Before entering into it, the steepest slope on the section occurs. It is 23.6‰ with a length of 

1002 m and reaches a level of 822.40 at km 114+136.00. Up to km 119+945.00, the tunnel 

is with a slope of 14.40‰ and before the exit from it and entry into the intersection Slivovo, it 

has dropping slope of 5‰, with a length of 532 m. 

The new intersection Slivovo is at km 121+261.41 and level 907.64; it is laid entirely in a 

slope of 1.5‰ with a length of 1146 m. From km 120+477.00 and level 908.77, to the end of 

the section, there is a series of falling slopes. At km 125+267.00, by bridge we cross over 

the river Sateska and local road Arbinovo-Izdeglavje. 

That road is cut at km 127+975.02, where construction of road overpass is envisaged. Then 

comes a slope of 14‰ with a length of 774 m and entry with a slope of 1.5‰ into new 

intersection – Izdeglavje at km 129+516.62. The intersection is laid entirely in a slope of 

1.5‰ at level 793.86. 

2.15.2.3 Tunnels-Section 1.1 

The selected alternative has eight tunnels, the longest of which is the base tunnel Bigla, with 

a length of 5610 m. Other tunnels have lengths ranging from 125 to 560 m. 

The total length of the tunnels under this alternative is 7526 m, or 27.01% of the length of the 

route 1.1. 

Along this length, we have total of 1916 m tunnels with a length of less than 1000 m and one 

tunnel with a length exceeding 1000 m (tunnel Bigla with a length of 5610 m). 

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Figure 18 Tunnel 

2.15.2.4 Viaducts and bridges- Section 1.1 

The alternative has several bridges, with expected problematic solutions for the bridge 

above river Treska, at km 107+811.00, with a length of 400 m and height of 70 m. 

The total length of bridges under this alternative is 3555 m, or 12.76% of the length of the 

section 1.1. 

2.15.2.5 Stations and intersection 

On the section, reconstruction of the existing station Kicevo is envisaged, as well as 

construction of three new intersections: Brzdani, Slivovo and Izdeglavje. 

94



95



Figure 19 Stations and intersections 

- km. 102+688.33 railway station Kicevo L plateau=977.12 m. 

There is 1 main track and three reception-dispatching tracks. 

- km. 112+363.61 intersection Brzdani L plateau=977.79m. 

There is 1 main track and two reception-dispatching tracks. 

- km. 121+264.41 intersection Slivovo L plateau =888.28 m. 

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There is 1 main track and two reception-dispatching tracks. 

- km. 129+516.62 intersection Izdeglavje L plateau =885.91 m. 

- There is 1 main track and two reception-dispatching tracks. 

2.15.2.6 Crossings and deviations 

The following roads are crossed: 

- km 103+498.90 – asphalted road – is corrected and construction of underpass 

or overpass road is envisaged at km 103+612.47. 

- km 107+021.36 – rural road, passing under a bridge at km 107+075.00. 

- km 107+755.61 – main road Kicevo Kjafasan, passing under bridge at km 

107+811.00. 

- km 110+573.14 – rural road to the village Vidrani is replaced at km 110+547.63, 

and it will pass below bridge at km 110+520.00. 

- km 111+727.25 - rural road to the village Brzdani is replaced at km 111+750.18, 

and it will pass below bridge at km 111+830.00. 

- km 114+723.09 – rural road to Dzudovo, passing below bridge at km 

114+710.00. 

- km 120+289.41 – rural road, passing below tunnel. 

- km 120+597.33 – rural road to the village Slivovo, road underpass is envisaged. 

- km 122+518.30 - rural road, passing above tunnel. 

- km 124+214.10 – rural road to Arbinovo, road overpass is envisaged. 

- km 124+334.42 – rural road, road underpass is envisaged. 

- km 125+320.81 – rural road Arbinovo-Izdeglavje, passing below bridge at km 

125+267.00. 

- km 127+975.02 - rural road Arbinovo-Izdeglavje, road overpass is envisaged. 

2.15.3 Section 1.2 

During the railway line designing, the criteria for minimum radius used are observed and it is 

500 m, with transitional curve of 140 m. 

- Route from km 129+966.00 to km 141+981.00 

It is a section at inter-station distance Izdeglavje – Meseiste, with a length of 13 km. 

After the crossing station Izdeglavje, by a left curve, the route of the line passes between the 

existing main road and river Sateska. Supporting structure is envisaged to protect the 

embankment of the line against the waters of the river. 

At km 130+636.00, the crossing over Pesocanska Reka (river) will be accomplished by a 

railway bridge with L= 30 m. At km 130+750.00, the route passes at 30 m from the plot of the 

existing church St. Cyril and Methodius, proceeding southwards, running in parallel with the 

existing main road Kicevo-Ohrid. By a right twist, the route of the railway line passes by the 

factory “Sloboda”, after which it takes direction towards southwest, again in parallel with the 

main road. The route is in embankment of around 1.5 m in height, and at km 134+110.00 

railway bridge is envisaged to cross the river Sateska. 

97



At km 135+025.00, the route enters a tunnel by which the village Botun is passed by. After 

the exit from the tunnel, the route crosses over the existing main road and the river Sateska, 

where by a left twist it contacts the route of the newly designed highway. The shortest 

distance between the railway line and the newly designed highway is 8.00 m in continuation 

at around 100 m. On this part, protection measures are envisaged against blinding of 

vehicles moving on the side of the rail vehicles, as well as securing of the railway line 

against road vehicles flying out from the highway. 

At km.137+100.00, the railway line moves away from the highway and then proceeds 

southwards. It crosses Sateska river again by a bridge L= 60 m, and soon after that it enters 

a tunnel. After the exit from the tunnel, the route runs in parallel with the existing main road 

to a higher level, after which at km 139+472.00, with the railway overpass bridge, it crosses 

over the newly designed highway. By a left twist, the route passes by the village Meseista on 

west, after which it is directed to southwest and at km 141+981.41 enters into the station 

Meseista. 

- Route from km 143+045.03 to km 151+000.00 

After the station Meseista, by a right twist, the route is directed southwestwards passing 

south by the village Volino, after which at km 144+311.00 it crosses the existing canal by a 

bridge. At km 148+000.00, the route, by a right twist, passes by the villages Moroiste and 

Mislesevo and continues toward west. At km 150+925.00, the railway line crosses the 

riverbed of Crn Drim river, by a bridge, and at km 150+983.00 it cuts the road Struga-Debar 

by a road overpass. 

2.15.3.1 Longitudinal profile-Vertical solution-Section 1.2 

Vertical solution for the alternative was elaborated based on terrain conditions through which 

the route is guided. 

The maximum slope used is 15.00‰ at a length of 1021 m. 

The station Meseista is at a level 719 m with a slope of 1.00‰ over a length of 1307 m. The 

whole station is on an embankment of 3 m in height. The grade level of the railway line 

through the entire Struga field is addressed by an embankment of around 1.5 m, due to the 

presence of high groundwaters. 

2.15.3.2 Tunnels-Section 1.2 

There are two tunnels on this section. 

By one tunnel, having a length of 990 m and single-side longitudinal slope of 3‰, the village 

Botun is passed by. 

The next tunnel has a length of 480 m and single-side longitudinal slope of 3‰. By this 

tunnel, a total of four crossings of the river Sateska and the existing main road will be 

avoided. 

The total length of tunnels along Section 1,2 is 1470 m or 6.90% of the length of the section 

1.2. 

2.15.3.3 Bridges- Section 1.2 

The alternative has envisaged 11 bridges in total on this section of the railway line, six (6) of 

which have a length of up to 20 m, and five (5) are with a length of 20-50 m. The overall 

length of bridges under this alternative is 428 m, and in percentages it amounts 2.00% of the 

length of section 1.2. 

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At km 137+310.00, by a railway bridge with a length of 61 m, the river Sateska is crossed, 

and at km 139+472.00 the crossing over the newly designed highway is located, where the 

length of the bridge construction is 80 m. 

2.15.3.4 Stations and intersections - Section 1.2 

Station Meseista is designed as a nodal station. It connects the railway line Kicevo-Lin 

(border with the Republic of Albania), with the railway connection from the Airport “St.Pavle” 

in Ohrid. 

The station is designed with four tracks with the following operational lengths: 

- 1 track–726 m (650 m), 

- 2 track–726 m, 

- 3 track–737 m, 

- 4 track–650 m. 

The railway link with the Ohrid Airport will not be constructed in this phase and thus an 

operational length of 1 track of 726 m is obtained. The construction of the railway link with 

the Airport will shorten the operational length of 1 track to 650 m. 

The station is designed with two platforms of 220 m in lengths, which have exits towards 

pedestrian subcorridor. Axial between first and second and third and fourth track is 5.10 m, 

and between second and third, it is 9.00 m. 

The station will include: administrative building, parking space and loading ramp. 

2.15.3.5 Crossings and deviations-Section 1.2 

Total of 13 overpasses and two underpasses have been envisaged on this section. 

The passage through the highway at km 139+472.00 will be accomplished by underpass 

with a length of 80 m. 

2.15.4 Section 2 

Section 2 starts from km 151+000.00, at 690 m. before the station Struga. 

Route from km.151+000.00 to km.164+730.09 

With its first 5.5 kilometers, the route is located in a flat area, i.e. passing through Struga 

Fields. The second part of the route runs through mountainous terrain up to the agreed point 

of connection on the Albanian side. 

Immediately after the crossing over the river Crn Drim, at km.150+925, there is a favourable 

location for the future railway station “Struga”, northwest of the city in its industrial zone. The 

station plateau would be positioned in the area between the main amelioration canal Sum 

and the route of the future highway to Albania. At the same time, the railway station “Struga”, 

at km.152+125, will be a border station on the territory of the Republic of Macedonia. The 

plane part, which covers the Struga fields, is cut through with amelioration canals which will 

be overcome as obstacles by construction of culverts, with openings, depending on the size 

of canals. 

Besides amelioration canals, obstacles also include road lines of different ranks. Fortunately, 

there are no crossings of the newly designed highway for this alternative. 

At km.155+690, the railway line cuts the existing main road to Albania, and at km.156+662 

the local road to the Monastery Kalista and the village Radozda. Both will be solved by 

structures, where the crossing will be at two levels. 

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The main characteristic of the accepted alternative for the subject section is in the fact that 

the corridor connecting the two railway networks is away from the Ohrid Lake shore. This 

imposes a more radical solution, i.e. longer tunnel to surmount the mountain massif between 

the two countries, but it provides protection of the lake ecosystem, which is part of the world 

list of natural heritage (UNESCO). By way of tunnels with a length of 3135 m, 88 m and 155 

m, respectively, the passage is made from Struga to Lin valley, and to the connecting point 

itself. 

According to the agreement, the connection is on the route at the grade line 725.00. These 

are preliminary agreements and they may undergo minor corrections till adoption of all 

details of the design. 

In terms of the characteristics of the route layout, there are 11 curves, out of which minimum 

radius of 500 m is applied only on two right curves. One left curve is designed at the exit 

from the tunnel number 11, with a radius of 550 m. Radius of 700 m is applied on one left 

curve. Two horizontal curves, one left and one right with a radius of 1000 m, one left with a 

radius of 1200 m and 4 curves, two right and two left are with a radius of 1500 m. 

The route of the newly designed highway cuts the route of the railway line above a tunnel at 

km 160+775. 

The total length of the section is 13.73 km. 

2.15.4.1 Longitudinal profile-Vertical solution 

At the first 4820 m, the maximum slope of the grade line is 2.4‰. The grade line on the 

station plateau of the railway station Struga is in horizontal with a slope 0.00‰ and slope 

0.50‰, where the horizontal is at the level 694.45. It is proposed that the station plateau has 

a length of around 1117 m, from km.151+692 to km.152+809. 

After the exit from the station Struga, the grade line is with a slope 1.10‰ up to km.153+600 

and level 695.74. Next slopes are 0.50‰ and 2.40‰, and level 699.35 is reached at 

km.155+820. Then, the next 3345 m use slopes of 7.60‰ up to km.156+500, from 18.50‰ 

to km.158+300 and slope of 21.00‰ (maximum slope for the second section) with a length 

of 795 m, reaching the level 755.99 at km.159+165. Next slope is 9.50‰ with a length of 500 

m, before the entry portal of the base tunnel. The entire tunnel length of 3135 m is falling. 

The maximum slope is 13.00‰ with a length of 1985 m. The level at the entry portal is 

759.65, and the level at the exit portal 731.18. The slope at the exit from the tunnel is 4.50‰ 

up to km.162+955, and tunnel with a length of 88 m is located onto it. Next slopes are from 

1.50‰ to km.163+600, 3.00‰ up to km.164+250 with a level of 727.04 and 5.00‰ in the 

section of connection between the railway networks of the Republic of Macedonia and 

Republic of Albania, respectively. At a slope of 3.00‰, the last tunnel with a length of 155 m 

is located. 

2.15.4.2 Tunnels 

The proposed alternative has three tunnels, with a length of 3135 m, 88 m and 155 m. The 

tunnel of 3135 m is a base tunnel and it is used to transfer the route from the Struga Fields 

to the Lin valley. 

The overall percentage of tunnels along this section is 24.60% 

2.15.4.3 Viaducts and bridges 

Under this alternative, bridges are above major rivers cutting the route. Their length reaches 

30 m. Numerous minor gullies are drained through culverts. 

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Two bridges will be constructed in the border area with the Republic of Albania, with a length 

of 170 m and 240 m. The total length of bridges for this alternative is 515 m, and in 

percentage it is 3.75% of the length of section 2. 

2.15.4.4 Stations and intersections 

On the Section 2, at the extension Struga-Lin, the railway station “Struga” is the border 

station on the territory of the Republic of Macedonia. 

Under the bilateral agreements signed so far at the level of Ministries, this station has been 

envisaged to be the border station of the Republic of Macedonia. For the Republic of 

Albania, that role belongs to the railway station Lin. 

The required number of railway tracks for the railway station Struga is 7, with a minimum 

utilization length of 650 m. Construction of intermodal terminal with the necessary buildings 

(structures) has been envisaged to enable its functioning. Two platforms will be built on the 

station, with a length of 300 m, with passenger sub-corridor between them and exit towards 

intermodal terminal. Also, loading station with garage tracks has been envisaged, with 

utilization length of 228 m, track with a ramp with utilization length of 190 m and track under 

the crane with utilization length of 225 m. Storehouse will be built in the station as well. 

To support all these assets, construction of a longer station plateau of 1117 m is envisaged 

as well. 

The grade line of this section offers a possibility for construction of intersection near the 

village Radozda. The intersection will have three tracks, with a minimum utilization length of 

650 m. 

2.15.4.5 Crossings and deviations 

The Terms of Reference require that all intersections with other transport line are executed 

beyond level. This will enhance the overall transport safety. Along the first half of the route of 

the selected alternative, there is a common corridor of the railway line and the existing main 

road Kicevo-Kjafasan. The same arrangement will be the case with the future highway 

Kicevo-Kjafasan, too. 

With this Section, intersections with the future highway are avoided. In fact, they intersect at 

km. 160+775, where the line is in tunnel. 

The crossings of the existing road infrastructure remain to be solved further. These are as 

follows: 

- At km 153+196 with local road to the village Sum, by construction of overpass. 

- At km 154+800 with local road to the village Radolista, by construction of 

overpass. 

- At km.155+743 with the main road Kicevo-Kjafasan, by construction of 

overpass. 

- At km.156+662 with local road to the Monastery Kaliste and village Radozda, by 

construction of underpass. 

- At km.157+205 with rural road, by construction of overpass. 

- At km.163+067 with rural road, by construction of overpass. 

- At km 164+305 with rural road, by construction of overpass. 

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Based on the above, six overpasses and one underpass should be constructed. The main 

parameters for the specific cross-section profiles in this case will be as follows: 

- Subgrade width is 6.00 m. 

- The subgrade is single-line with cross-section slope of 4%. 

- Thickness of protection layer against freezing is 50-80 cm. 

- Thickness of ballast prism under the lower rail beneath the sleeper is 33 cm. 

- Drainage of the body into cuttings and incisions is by drainage canals. 

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3 Description of the environment 

The planned railway line of Corridor VIII passes through the western and southwestern parts 

of the Republic of Macedonia. It extends through Municipalities Kicevo, Drugovo, Debrca 

and Struga. 

Figure 20 Municipalities through which the railway route passes 

3.1 Geomorphological characteristics 

3.1.1 Structural relief 

The territory through which the railway corridor Kicevo-Lin (Republic of Albania) passes, in 

geostructural terms, belongs to Western Macedonian zone, which in Neogene (Quarternary 

period) was under the influence of the minimum horisontal component of tension towards 

east-northeast-west-southwest, and maximum component in vertical direction. This regime 

induced gravitational activity of fault dislocations, both as re-activation of Pre-Neotectonic 

(Drim zone) or as newly created forms. The activity of faults is directly related to the creation 

of morphostructural entireties because they correspond with their outlines. From among 

positive morphostructural entireties along the railway corridor, we should point out the Ilinski 

Block, a small portion of the furthest southern part of the block Jablanica and the furthest 

north-northwestern part of the block Galicica. Depressions (grabens) which are distinctive 

along the corridor, include: Kicevo, Belcista (Debrca) and Ohrid-Struga. 

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Figure 21 Structural relief 

3.1.2 Structural blocks (mountains) 

Ilinski block, which extends in northwest-southeast direction in a length of around 40 km, is 

composed of the mountains Inlinska (Liska, 1909 m), Plakenska (Stalev Kamen, 1998 m) 

and Bigla (Golem Kamen, 1.656 m). The Block, as independent structural entirety, is on all 

sides marked by depth faults, i.e. Galicnik and Pelister blocks on southwest, Stogovo and 

Bistra on northwest and Shemnica and Ljuben block on east. Apart from the mentioned 

block structures, at certain stretches, it is also marked with imposed depressions, such as 

Kicevo on north, Prespa on south, Debrca on west-northwest and Capari depressions on 

southeast. 

Geological composition of Ilinski Block is dominated primarily by old formations. On Ilinska 

Planina Mt., these are Devonian phylitic shales, metasandstones and marbles. On 

Plakenska Planina Mt., Triassic conglomerates broken through with Jurassic granates are 

widely spread, while Paleozoic phylitic shales prevail. They also constitute the base of 

Plakenska Planina Mt. As a result of this geological composition of Ilinska, Plakenska and 

Bigla Mts., fluviodenudation relief prevails, and at certain areas we also find karst relief, 

represented with crevices, depressions, as well as the caves Sino Rebro and Jaorec. In the 

cave Jaorec, fossil Pleistocene fauna has been investigated (Garevski, 1970). 

The Mountain Jablanica (Crn Kamen, 2.257 m) is situated on northwest of Ohrid Basin (on 

west from the Crn Drim river valley), between Ohrid and Debar basins. Its eastern parts 

belong to Macedonia, while western ones are situated in the neighbouring Albania, between 

the valleys of the river Skumbini and spring segments of the river Okstunit. The rectilinear 

length of the mountain in meridian direction is 45 km. Its width reaches 25 km (7.5 km in the 

Republic of Macedonia). 

The contact between the horst Jablanica and Ohrid Graben has been for long known in 

literature as Drim Zone. This fault northward dislocation, along the valley of the river Crn 

Drim, changes its direction insignificantly towards Debar Basin. Then, it continues the same 

direction in Albania. In southern, almost meridian direction, the fault dislocation goes by the 

eastern hill foot of Mokra Gora (Mukal, 1.622 m) towards Korca Valley. On the western side 

(territory of Albania), Jablanica Block is separated by the eastern rim of Shkumbija. In 

general terms, Jablanica is typically inverse geomorphological structure (horst - synclinal), 

which in the relief of this area is the most raised part. The area of the mountain Jablanica is 

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cut into several blocks by vertical, mainly deep faults. Fault concentration is especially 

specific for the valley of Belicka Reka. 

The Mountain Galicica (Vir, 2.288 m) is by its height the dominant relief occurrence (horst) 

situated between Ohrid Lake basin on west and Prespa Lake on east. It has a gangly form of 

meridian direction in a length of around 50 km, while its smallest width (village Trpejca - 

village Leskoec) reaches 10 km. On the mountain Galicica, only the furthest southern parts 

(Stara Galicica) raise 2.000 m above the sea level. 

According to its structural characteristics, Galicica is a typical (outstanding) horst which is 

raised by predominantly neotectonic inter-block faults. The maximum vertical movement in 

the western part of Galicica, i.e. between it and Ohrid Graben, is accomplished along a 

system of rugged faults. The eastern side of the horst Galicica is in tectonic contact with the 

Prespa Graben. Slightly wrinkled synclinal extends through the central part of Galicica. Due 

to the massive presence of limestones and intensive radial tectonics, by which the mountain 

is cut into several blocks, the wrinkles can not be noted. The synclinal structure, in its lowest 

parts, is built of Triassic conglomerates resting onto Paleozoic metamorphites, i.e. Devonian 

phylitic shales. 

3.1.3 Graben structures (depressions, basins) 

Creation of morphostructures of sinking is related to the process of overall rising, where 

under the influence of certain tension conditions, gravitation accommodation at certain areas 

takes place, resulting in creation of basin forms. Basins, i.e. depressions, as tectonic forms 

are imposed structures. In western parts of the Republic of Macedonia, they are 

characterized with a graben nature, which were (and some still are) lake basins in 

Plioquarternary period. 

Kicevo depression is relatively small neotectonic form, situated in an area dominated by 

rising processes. Along less expressed faults, the basin is affected by sinking and 

accumulation of plioquarternary sediments. The interactions of the depression with the 

surrounding terrains are reflected in old re-activated and young neotectonic fault 

dislocations. Kicevo Basin is filled in with medium and upper Pliocene sediments, covered 

over with quarternary deposits, and uncovered along rimmed parts of the basin. Pliocene 

sediments are unique lithological complex, with insignificant alternation of claystones, sands, 

gravels, marls, coal clays and coal. 

The Basin of Debrca belongs to the group of the smallest basins in the western parts of the 

Republic of Macedonia (368 km 2 ), situated between the mountains Stogovo on southeast, 

Karaorman on east and Ilinska Planina on west, and Plakenska Planina on northwest. The 

lowest bottom of the basin is near the village Botun, at 743 m above the sea level. Debrca is 

divided into three geographic parts, namely: Gorna, Sredna and Dolna (upper, middle and 

lower) Debrca. The river of Sateska occurs as water artery for the whole area of the basin, 

and its upper and middle watershed areas correspond fully with the boundary of the basin. 

Ohrid-Debar Graben is the most outstanding sinking morphostructure in the frames of the 

Western Macedonian zone. Formation of this graben structure is related to the end of lower 

and beginning of middle Pliocene, i.e. the period of commencement of the expansion 

orogene phase with manifestation of intensive differentiated vertical movements. As a result 

of these processes, the old fault structures are initially re-activated. Later, the process of 

area sinking takes place along them, i.e. its transformation into the Pliocene lake basins 

Ohrid and Debar. The interactions with the surrounding, highly raised terrains, such as 

Deshat, Stogovo, Galicica and Jablanica, are everywhere tectonically and rather 

contradictory expressed, with maximum amplitudes of relocation bigger than 1.500 m. 

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Pliocene sediments in Ohrid Basin have been identified in the southern part (Ljubaniste), as 

well as in northwestern part, and they have been also detected by deep drilling in Struga 

Fields. Based on this, we may conclude that Pliocene sediments spread throughout 

peripheral parts of the basin, and they have not been observed in its central part. 

3.1.4 Recent relief along the railway corridor 

From the city Kicevo towards Drugovo, the corridor runs along abrasive terrace built of 

Pliocene sediments (marls, clays, sands and gravel). Above the village Drugovo, it cuts 

several recent dales, while on west of it, along the left valley side of the river Treska, it 

passes through solid phylitoides of Devonian age. Then, it crosses the river valley and above 

the village Dolno Popolzani, the corridor continues southwards - furthest northeastern parts 

of Ilinska Planina Mt. (Liska, 1908 m), south of Veli Vrv (1.535 m). This part of the mountain 

Ilinska Planina is built of solid rocks, represented with Devonian phylitoides, carbonate 

shales and slab-like marbles. Along the left valley side of the river Brzdanska, to the village 

Brzdani, valleys of several short watercourses - right tributaries to Brzdanska Reka - are cut 

with several tunnels and surface sections. From the village Brzdani, the section proceeds 

westwards, along the left valley side of the river Judovska (right tributary to Brzdanska 

Reka), to the village Judovo. It is important that in this area, the section cuts through 

Devonian phylitoides and slab-like limestones. From Judovo to the village Slivovo, the 

section is in tunnel make. It passes along Debel Rid (1.252 m), on west of Golema Krasta 

(1.376 m), above the village Turje, i.e. between it and Mijalecka Krasta (1.298 m). 

Toponymes "krasta" themselves indicate that the relief in question is karstic built of slab-like 

Devonian marbles. As a result of the small oasis of karst, surface karstic forms (depressions, 

etc.) are not visible, but the possibility for revealing underground caverns (cavities) during 

the opening of the tunnel should not be excluded and this issue should be addressed with 

particular care. Apart from the opening of the tunnel segment through Devonian phylitoides 

and marbles, in the initial section immediately after Judovo, the tunnel section also breaks 

through Devonian magmatites-metamorphised rhyolites. 

Southeast of the village Slivovo, the route passes through the alluvium of the river Vilipica, 

by a tunnel breaks through the hill Opalnik (966 m, built of Triassic limestones) and reaches 

the river Sateska. Along the left bank of the river Sateska, west of Arbinovo, it passes 

through the alluvial ravine and the river Sateska itself, and then on the left valley side 

towards south, it breaks through the small Arbinovo Gorge, which connects Gorna and 

Dolna Belica. In fact, it is an epigenetic valley, with the river Sateska cut into the harder 

Triassic conglomerates, sandstones and claystones, which compose the hills of Cartoica 

(1.007 m) and Arbinovski Rid (1.012 m), or it has not cut into the less resistent lake 

sediments on west of Cartoica. On west of Izdeglavje, on the right bank of the river Sateska, 

the section passes along the western edge of Sredna Debrca, along Pliocene clays and 

alluvium of the river Sateska, while in its final segment before the entry into Pesocanska 

Klisura (gorge), it runs through Quarternary lake and marsh sediments. 

At the entry of the river Pesocanska into the river Sateska, the section runs through the 

small gorge Pesocanska Klisura. It is of asymmetrical nature, which means that the left 

valley side near the peak Kula (962 m) is much steeper than the right one. The gorge itself is 

built of solid Triassic slab-like limestones. It follows the right valley side of Sateska river 

towards south, to the village Botun, cutting its right tributary Kacunska Reka (929 m). Along 

the stretch between Gorica (811 m), on the left and Kuckov Rid (920 m) on the right side, the 

corridor is transferred on the left side of Sateska river. It passes through the alluvial ravine 

(754 m) and near the village Botun it enters into the Botun gorge by a tunnel. This gorge (6 

106



km) is the largest along the river course of Sateska river. Sateska cut through Devonian 

phylitoide shales and built up a deep gorge-like valley. 

On east of the village Klimestica, the section leaves the Botun gorge and goes along the 

alluvial ravine of Sateska river to the village Volino (708 m). From Volino westwards, it 

crosses Crn Drim (693 m) above Struga and continuing towards south-southwest, exits from 

the flat part of Struga fields. From this part, initially it runs through the alluvium of Sateska 

river, and then to Kalista through lake and marsh sediments. Furtheron, from Kalista to 

Radozda (furthest southeastern slopes of Jablanica) and then to the border, geological 

composition is represented with solid Triassic complex built of conglomerates, sandstones 

and claystones, as well as marbleized Devonian limestones near Radozda and phylitic 

shales of the same origin. Leaving the valley on west of Frangovo, the section exits above 

the village Radozda, southwards by way of tunnel through Krasta. After that, the route 

proceeds southwards up to the border, cutting through several dales above the Lake of 

Ohrid. 

3.2 Climate conditions in the area 

To present the climate along the railway corridorKicevo-Lin (border with the Republic of 

Albania), climate conditions in Kicevo Basin as starting point of the corridor are described, as 

well as climate conditions in Ohrid-Sruga Basin (the closing part of the corridor). It should be 

pointed out that climate indicators of the basin Debrca (743 m) do not differ from Ohrid- 

Sruga Basin (695 - 769 m), i.e. they are closer to them than the ones of the Kicevo Basin 

(620 m). 

Figure 22 Climate map of the Republic of Macedonia 

107



3.2.1 Climate characteristics of Kicevo Basin 

Kicevo Basin (620 m) is by 50 meters lower in altitude compared to Prilepsko Pole (673 m), 

but in warm parts of the year, it manifests significantly lower values of average monthly 

temperatures. For example, the difference in August is 1.3°C. The average monthly 

temperatures in this warmer part of the year are approximately the same as in Ohrid-Struga 

Basin. During the rest of the year, temperatures are normal and adequate for the altitude. 

In fact, the basin of Kicevo is relatively high but deeply cut into afforested mountain massifs 

and local air currents occur due to unequal conditions for air colling and heating in this basin 

and surrounding high mountain massifs. Such local circulation and mixing of hot and cold air 

is mostly manifested during the warm part of the year, especially during summer months. 

This explains the lower temperature values in this part of the year. In other words, the forests 

nearby the basin appear as climate modifier with certain influence on temperature regime. 

3.2.1.1 Temperature 

The average annual temperature of the air in Kicevo Basin is 10.8°C, though it varies in 

some years from 10.1 to 11.8°C. July is the warmest month with 20.6°C, i.e. it is colder by 

1°C in the same month compered to Prilepsko Pole (northern part Pelagonia Basin). January 

is the coldest with -0.1°C, which is almost equal in value with Prilepsko Pole. The average 

annual temperature oscillation is 20.7°C. 

Autumn in Kicevo Basin is warmer than spring, i.e. September is warmer than May, October 

than April and November than March. Also, the inter-month difference in the air 

temperatures during autumn months is bigger, and slightly smaller in spring months. This 

makes transition from winter to summer calmer. The average winter temperature is 1.5°C, or 

only the average January temperature is below zero, while February for example (2.4°C) is 

warmer than December (2.1°C). The average summer temperature is 19.8°C. In this period 

of the year, July (20.6°C) is warmer than August (20.3°C). 

The well expressed continental nature of Kicevo Basin has a strong influence on extreme 

minimum temperatures during the cold part of the year. The absolute minimum temperature 

is -25.7°C,recorded on 9 February 1956. The absolute minimum temperature could be even 

lower, because there were no measurements in January and February 1954, while winter in 

that specific year was among the coldest. By months, the minimum temperatures are below 

zero between September and May. Temperature values below -10°C occur between 

November and March, and below -20°C only during the three winter months. High afforested 

mountains and their proximity to the basin have certain influence on the values of extreme 

maximum temperatures. The absolute maximum temperature in this basin is 40.5°C. By 

months, values above 35°C occur between June and September, while value above 30°C 

occurs from may to October. Values above 25°C occur from April to October. At an average, 

there is total of 98 summer and 33 tropical days in Kicevo Basin. 

3.2.1.2 Precipitation 

Precipitations in Kicevo Basin are mostly of rain and smaller portion of snow. The total 

amount of precipitation in Kicevo Basin is higher compared to Pelagonia and Ohrid-Struga 

Basins. Precipitation distribution belongs to Mediterranean pluviometric regime, i.e. greater 

amounts fall during the cold part of the year. This is especially well expressed during 

November and the three winter months. The least precipitation falls during summer months. 

The average annual precipitation sum in Kicevo Basin is 786.7 mm, with the maximum in 

November (107.1 mm), and minimum in July (36.2 mm). 

The snow occurs between October and April. At an average, there are 37 days with snow 

cover per year. However, this varies in certain years, ranging from 10 to 93 days. The 

108



absolute maximum height of snow cover of 95 cm in February and 77 cm in March was 

recorded in 1954. In December 1973, the height was measured at 70 cm, and 65 cm in 

January 1965. The longest uninterrupted duration of the snow cover was 90 days, from 20 

December 1953 to 19 March 1954. Duration of the snow cover of 58 days was recorded 

from 31 January to 28 March 1956, and 56 days from 15 January to 11 March 1963. 

Figure 23 Average precipitation 

3.2.1.3 Winds 

Kicevo Basin is dominated by winds with winds in north and south direction. Northern wind 

occurs with greatest frequency, with an annual average of 161 ‰. It blows throughout the 

year, but most frequently during winter months. Its average annual velocity is 2 m/s, and 

maximum up to 19.0 m/s. Southern wind is of average annual frequency of 140 ‰ (average 

annual velocity of 2.2 m/s / maximum 15.5 m/s). Southwestern wind also has significant 

frequency (63 ‰) with an average velocity of 2.4 m/s and maximum of 18.9 m/s. 

Northwestern wind has a frequency of 51 ‰, average velocity of 2.9 m/s and maximum of 

15.5 m/s. Winds of eastern, southeastern and western direction have frequency of 20 to 39 

m/s, average annual velocity of 1.8 m/s and maximum of 15.0 m/s. Kicevo Basin is medium 

aerated. At an average, there are 405 ‰ annually with stillness, with maximum in October 

(477 ‰), and minimum in April and May with 344 ‰. 

3.2.1.4 Other climate elements 

The average date of autumn frost in Kicevo Basin is 31 October, and the earliest autumn 

frost occurs on 30 September. The average date of spring frost is 8 April, and the latest 

spring frost occurs on 10 May. The autumn frost occurs most often in November (44 %), 

then in October (36 %) and September (20 %). November frost is in 28 % of the cases with 

weak, 12 % with moderate and 4 % with strong intensity. Autumn frost in October is 24 % 

weaker and 12 % moderate in intensity, while September is 16 % with weak and 4 % with 

moderate intensity. Spring frost has greatest frequency in April (68 %), then in March (24 %) 

and in May with 8 %. In April, in 64 % of the cases, it is weak and in 4 % moderate in 

109



intensity. Spring frost occurring in March in 12 % is weak and in 12 % moderate in intensity. 

The May frost is of weak intensity. 

Duration of solar radiation in Kicevo Basin is presented on the basis of calculation of data 

on cloudness. Kicevo Basin has a lower sum of solar radiation hours compared to Pelagonia 

and Ohrid Basins. Here, the average annual is 2064 hours. The maximum is in July, with an 

average of 300 hours, while the minimum is in December with 85 hours solar radiation at an 

average. The average annual cloudiness in Kicevo Basin is 5.5 tenths. Maximum is in 

December and January with 7.8 tenths, while the minimum is in August with 3.2 tenths. At an 

average, there are 79 clear and 119 cloudy days per year. The 160 cloudy days are with an 

average daily cloudiness above 2, and below 8 tenths. 

The relative air humidity in Kicevo Basin has opposite trend from the temperature of the air. 

From January to July it drops, and then by December it increases. The average annual value 

is 74 %, with the maximum in January (87 %), and minimum in July (63 %). The fog is not a 

rare occurrence in this basin. At an average, there are 33 days with fog per year, but in 

some years this value reaches as high as 80 days. The fog occurs throughout the year, with 

the greatest frequency during the three winter months, and lower frequency in September, 

October and March. 

3.2.2 Climate characteristics of Ohrid-Struga Basin 

Most of Ohrid-Struga Basin is under water (Ohrid Lake / 348,8 km 2 ). It is positioned at the 

same latitude as Pelagonia, but at higher altitude, the average ranging from 695 to 760 m. 

Its distance from Adriatic Sea is around 110 km. This enables permeation of sea currents in 

the Basin from west, but it is under influence of the lake, which is also reflected in higher 

temperatures during winter period of the year and somewhat reduced during summer 

months. Thus, for example, in Pelagonia, which is positioned at around 200 meters lower 

above the sea level, January and December temperatures are by 2°C, and February by 

0.7°C lower than in Ohrid Basin. The average July temperature is by 1°C, and August by 

0.9°C higher in Pelagonia (Bitola) than in Ohrid. 

Due to the openness of Ohrid-Struga Basin through the valley of Drim towards north, cold air 

masses permeate in winter months, reducing the air temperature, while during the dummer 

period, there is permeation of Mediterranean influences. 

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Figure 24 Climate diagram Ohrid and Struga 

3.2.2.1 Temperatures 

The average annual temperature in Ohrid is 11.2°C, and 10.9°C in Struga. The average 

January temperature in Ohrid has a value of 1.7°C, and in Struga 1.1°C; the average 

February temperature in Ohrid is 3.1°C, and in Struga 2.5°C; and the average December 

temperature in Ohrid is 3.8°C, and in Struga 3.1°C. However, during summer months, the 

difference in air temperature between Ohrid and Struga is quite low. In July, Ohrid is only by 

0.2°C, and in August only by 0.1°C warmer than Struga. 

The absolute minimum temperature in Struga is -20°C, and in Ohrid -17.2°C, while absolute 

maximum temperatures are of almost the same value of 36.5°C. The influence of Ohrid Lake 

in the basin is manifested through reduction of annual temperature oscillations. Thus, the 

annual temperature oscillations in Ohrid are 19.1°C, and in Struga 19.5°C. In Pelagonia, 

they are 22.1°C. The absolute oscillation in Ohrid has a value of 53.8°C, and in Struga 

56.5°C, while in Pelagonia it is 68.4°C. 

Autumn and spring are slightly warmer in Ohrid than in Struga. In Ohrid, the average autumn 

temperature is 12.1°C, in Struga it is 11.5°C. Summer in Ohrid has a temperature of 9.9°C, 

and in 9.0°C. In the entire Ohrid-Struga Basin, the autumn is significantly warmer than 

spring, in Ohrid by 2.2°C, and in Struga by 2.5°C. Inter-month temperature difference in 

spring and autumn months is of low value. Therefore, transition from winter to summer and 

vice verse in this basin is not abrupt, and this makes spring and autumn as transitional 

seasons in thermal regards well expressed. 

Apart from the thermal influence of the Lake on the temperature of the air, minimum air 

temperatures in winter drom far beyond 0°C. The absolute minimum temperature in Ohrid is 

-17.2°C, then 16.6°C recorded on 14 January 1968, etc. In Struga, absolute minimum 

temperature is -20.0°C, recorded on 20 January 1963, then -19.0°C on 22 December 1967, 

etc. In Ohrid, annual absolute minimum temperature with a value below -15°C may be 

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expected once in 8 years, with a value below -10°C may be expected once in two years, 

while values lower than -8°C occur every year. By months, the absolute minimum 

temperature with a value lower than -15°C occurs in January, February and March, with a 

value lower than -10°C from December to March, and values below zero from October to 

May. In Struga, absolute minimum temperature with value lower than -15°C may be 

expected once in 4-5 years, and value below -10°C may be expected once in a year or two. 

By months, value below -15°C occurs from December to March, and values below zero 

occur from October to May. 

Ohrid Lake, as thermal regulator of the surrounding air manifests the influence through 

reduction in the air temperature, too. This is reflected in the warm part of the year, especially 

during summer months when great quantity of warmth is spent to warm the lake waters and 

in evaporation. Yet, the warming influence of the Lake during winter months is more 

expressed and it is significant climate modifier during this season. During summer months, 

reduction of air temperature is under the influence of the basin altitude as well. 

The absolute maximum temperature in in Ohrid Basin is 36.7°C, while in Pelagonia it is 

41.5°C, in Polog basin 40.0°C, etc. Value higher than 35°C has been recorded only twice, 

and value higher than 30°C occurs every year. By months, values higher than 30°C occur 

between May and September, and value above 25°C occurs from March to October. At an 

average, there are 73 summer, and only 11 tropical days (in Pelagonia, 98 summer and 36 

tropical days). As a result of the high altitude of the Basin, proximity of the high mountains 

Galicica and Jablanica and local air currents, in summer months nights are fresh, while daily 

relatively high temperatures are easy to bear. 

3.2.2.2 Precipitation 

Precipitations in Ohrid-Struga basin are predetermined by the Mediterranean pluviometric 

regime. Most of the annual precipitations fall in the cold part of the year, with the maximum 

in late autumn, and lower in warm part of the year with the minimum in summer months. The 

average annual sum of precipitation in the Ohrid area amounts 708.3 mm, while in Struga 

fields it is 810.9 mm. In certain years, the annual sum deviates from the average in wide 

ranges, from 339.6 to 1075.6 mm Ohrid area and from 517.9 to 1064.7 mm in Struga fields. 

Precipitations are rather unevenly distributed in the course of the year. In Ohrid, greatest 

precipitation is recorded in November (98.4 mm), then December and January with 78.9 

mm, and 76.4 mm, respectively, and least rainy are July (23.2 mm) and August with 29.1 

mm. In Struga, the most rainly is also November, but with bigger amount compared to Ohrid, 

i.e. 108.7 mm at an average. December and January are with 98.0 and 96.6 mm, 

respectively. The least rainy is July, with 24.0 and August with 29.6 mm, at an average. 

By seasons, distribution of precipitations in Struga fields and Ohrid is the same, only the 

seasonal sums in Struga area are somewhat higher and difference between winter and 

autumn precipitations is slightly bigger. In the total average annual number of rainy days in 

Ohrid Basin, 61 % are days with daily quantity equal to or bigger than 1.0 mm, 36 % are 

days with daily quantity equal to or bigger than 5.0 mm, 18 % are days with daily quantity 

equal to or bigger than 10.0 mm and 5 % are days with daily quantity equal to or bigger than 

20.0 mm. Accordingly, precipitations in this basin are distributed to rainy days with daily 

quantity of 1.0 to 5.0 mm (3.5 %), then from 0.1 to 1.0 mm (29 %), from 5.0 to 10.0 (18 %), 

from 10.0 to 20.0 (13 %) and daily quantity above 20.0 mm in only 5 %. 

Precipitations in Ohrid Basin consist mainly of rain, and very small amount of snow. Snow 

occurs every year (winter months), but the snow cover has short duration. Snow falls from 

November to April and there are 19 days under snow cover per year, at an average, though 

in some years this sum is in the range from 5 to 43 days. The maximum height of snow 

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cover is 64 cm, measured on 14 January 1963, followed by 54 cm on 25 February 1965, etc. 

The longest period under uninterrupted snow cover was 29 days, from 15 January to 12 

February 1963. Then, 22 days from 28 January to 18 February in 1956 and from 9 February 

to 2 March 1965. 

3.2.2.3 Winds 

Ohrid Basin is characterized with specific regime of winds. Apart from winds occurring as a 

result of the general atmospheric changes, winds of local nature occur there as well, due to 

the uneven warming of the air above land and above lake surface. Winds in Ohrid Basin 

have their local names, too, given either by the direction of blowing or by Ohrid fishermen. 

These local winds have influence on the general distribution and frequency of wind direction 

in the basin. Thus, according to the measurements of the Ohrid measuring point, northern 

wind prevails in this area, followed by southwestern and southern winds. According to the 

measurements in Struga, the wind from south is prevalent, followed by those from north and 

northeast. 

In Ohrid, dominant wind is the northern, with an average annual frequency of 297 ‰, 

average annual velocity of 2.4, and maximumof 12.3 m/s. Northern wind blows throughout 

the year, mostly during night hours, while its frequence is lower in afternoon hours. 

Southwestern and southern winds are almost with the same frequency with 179 and 176 ‰, 

respectively, with an annual average velocity of 2.9 and maximum of 18.9 m/s. They blow 

throughout the year, with the greatest frequency from April to June. They blow over day time 

till late evening hours. Northwestern wind has frequency of 73 ‰, average annual velocity of 

1.8 m/s and maximum velocity of 15.5 m/s. Northeastern wind has frequency of 43 ‰, 

average annual velocity of 2.5 m/s and maximum velocity of 12.3 m/s. Eastern and 

southeastern winds are of the same frequency of 23 ‰, average velocity of 3.1 m/s and 

maximum of 18.9 m/s. 

Among local winds, Strmec which blows in summer months from west and southwest to the 

lake, is specific. It starts in afternoon hours, and stops somewhere before midnight. The wind 

Veternik blows from the lake surface on west to Jablanica and on east to Galicica. It starts in 

morning and ends in afternoon hours. The wind Smeten starts somewhere around the village 

Trpejca towards Pestani and turns westwards towards the lake expanse. In winter, the wind 

Sever blows from north, from Struga towards S.Naum. The wind Belicnik blows from Galicica 

towards Pestani and Albanian mountains. The wind Stocen blows down from Galicica, 

village Trpejca towards St. Naum and from the village of Pestani towards the village Lion on 

the Albanian western shore. In spring months, the winter Nokjnik blows from western and 

eastern mountain massifs towards lake expanse. It starts after the sunset and starts 

somewhere in dawns. The wind Jug starts around 13 hours and stops after midnight. 

Ohrid Basin is rather windy. Out of the total number of measured cases, 862 ‰ are with 

wind from different directions, and only 138 ‰ are without wind, i.e. with stillness. 

September and October are notably windy, with an average frequency of stilness of 99 and 

81 ‰, respectively and May is with greatest frequency of stillness, with 215 ‰ at an 

average. 

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300 

N 

NW 

250 

200 

150 

100 

50 

NE 

W 

0 

E 

SW 

SE 

Figure 25 Rose of winds in Ohrid 

3.2.2.4 Other climate elements 

S 

According to the data of the measuring point in Ohrid, the average date of autumn frost is 

31 November, and the average date of spring frost is 6 April, i.e. the average period of frost 

is 143 days. The early date of autumn frost is 5 October, and the latest spring frost occurs on 

18 May. However, the real average annual number of frost days in Ohrid is 61 days, while in 

Prilepsko Pole it is 77, and in Polog Basin, for example, the number of frost days is 89. 

The first autumn frost occurs most often in November (64 %), then in October (24 %) and 

December (12 %). November frost is in 40 % of the cases with weak, 20 % with moderate 

and 4 % with strong intensity. The frost occurring in October is 20 % with weak and 4 % 

moderate in intensity. The earliest frost occurring in December is with moderate intensity. 

The latest date of spring frost most often occurs in April (64 %), then in March with 32 %. 

The frost in April is in 40 % of the cases with weak, in 20 % with moderate and 4 % with 

strong intensity. The spring frost in March is with weak intensity, and the one recorded in 

May is also with weak intensity. In Struga fields, the extreme frost period is of the same 

duration as the one in Ohrid area, but the average frost period is by few days longer. 

The frequency of draught in Ohrid Basin is approximately as in Gevgelia, but lower than in 

the area of Southern Povardarie - areas positioned at similar latitude as Ohrid Basin. Among 

the total recorded dry periods, 84 % are of duration between 10 and 20 days, 6 % with a 

duration of 20-30 days, 4 % last between 30-40 days and 7 % are longer than 40 days. By 

seasons, they occur most frequently during summer months (37 %), then in autumn (28 %) 

and the least in spring (19 %) and winter months with 17 %. Extremely long dry periods, with 

a duration exceeding 80 days, as recorded in 1956, 1961, 1965 and 1969 in the areas of the 

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eastern parts of the Republic of Macedonia, have not been reflected in Ohrid area. Here, the 

longest dry period was 61 days, from 26 June to 20 August in 1956, then for 57 days, from 

16 July to 10 September in 1954, etc. 

Ohrid Basin is characterized with long lasting solar radiation. The average annual solar 

radiation is 2233 hours or 6 hours per day at an average, with the maximum in July (308 

hours), or 10 hours per day at an average in this month. The minimum is in January (80 

hours), or 3 hours per day at an average. The average annual cloudness is 5.2 tenths and 

has regular annual trend. It declines regularly from January to July, and then increases 

regularly by December. With a value above 6 tenth, the average monthly cloudiness occurs 

between November and April. The most cloudy are the three winter months, and the least 

cloudness occurs in July, with an average of 2,8 tenths. Out of the total number of days in a 

year, 24 % are clear, 27 % are stormy, and 49 % are cloudy. Clear days are most frequent in 

July, August and September, and stormy days are the most frequent between November 

and March. The relative air humidity has opposite trend from the temperature of the air. 

From January to July it drops, and then it increases. The average annual value is 71 %, with 

the maximum in December and January (79 %), and minimum in July and August (60 %). 

Evaporation from the free water surface in Ohrid Basin is greater than precipitations. At an 

average, the annual evaporation is 836 l/m 2 , and the annual sum of precipitation is 708 l/m 2 . 

The greatest evaporation takes place in August (137), then in July (132), and the smallest in 

January with 27 l/m 2 . The fog is a rare occurrence in Ohrid Basin. At an average, there are 5 

days with fog per year, mostly during the three winter monthsAccording to the data of the 

measuring point in Ohrid, the average date of autumn frost is 31 November, and the 

average date of spring frost is 6 April, i.e. the average period of frost is 143 days. The early 

date of autumn frost is 5 October, and the latest spring frost occurs on 18 May. However, the 

real average annual number of frost days in Ohrid is 61 days, while in Prilepsko Pole it is 77, 

and in Polog Basin, for example, the number of frost days is 89. 

The first autumn frost occurs most often in November (64 %), then in October (24 %) and 

December (12 %). November frost is in 40 % of the cases with weak, 20 % with moderate 

and 4 % with strong intensity. The frost occurring in October is 20 % with weak and 4 % 

moderate in intensity. The earliest frost occurring in December is with moderate intensity. 

The latest date of spring frost most often occurs in April (64 %), then in March with 32 %. 

The frost in April is in 40 % of the cases with weak, in 20 % with moderate and 4 % with 

strong intensity. The spring frost in March is with weak intensity, and the one recorded in 

May is also with weak intensity. In Struga fields, the extreme frost period is of the same 

duration as the one in Ohrid area, but the average frost period is by few days longer. 

The frequency of draught in Ohrid Basin is approximately as in Gevgelia, but lower than in 

the area of Southern Povardarie - areas positioned at similar latitude as Ohrid Basin. Among 

the total recorded dry periods, 84 % are of duration between 10 and 20 days, 6 % with a 

duration of 20-30 days, 4 % last between 30-40 days and 7 % are longer than 40 days. By 

seasons, they occur most frequently during summer months (37 %), then in autumn (28 %) 

and the least in spring (19 %) and winter months with 17 %. Extremely long dry periods, with 

a duration exceeding 80 days, as recorded in 1956, 1961, 1965 and 1969 in the areas of the 

eastern parts of the Republic of Macedonia, have not been reflected in Ohrid area. Here, the 

longest dry period was 61 days, from 26 June to 20 August in 1956, then for 57 days, from 

16 July to 10 September in 1954, etc. 

Ohrid Basin is characterized with long lasting solar radiation. The average annual solar 

radiation is 2233 hours or 6 hours per day at an average, with the maximum in July (308 

hours), or 10 hours per day at an average in this month. The minimum is in January (80 

hours), or 3 hours per day at an average. The average annual cloudness is 5.2 tenths and 

115



has regular annual trend. It declines regularly from January to July, and then increases 

regularly by December. With a value above 6 tenth, the average monthly cloudiness occurs 

between November and April. The most cloudy are the three winter months, and the least 

cloudness occurs in July, with an average of 2.8 tenths. Out of the total number of days in a 

year, 24 % are clear, 27 % are stormy, 49 % are cloudy. Clear days are most frequent in 

July, August and September, and stormy days are the most frequent between November 

and March. The relative air humidity has opposite trend from the temperature of the air. 

From January to July it drops, and then it increases. The average annual value is 71 %, with 

the maximum in December and January (79 %), and minimum in July and August (60 %). 

Evaporation from the free water surface in Ohrid Basin is greater than precipitations. At an 

average, the annual evaporation is 836 l/m 2 , and the annual sum of precipitation is 708 l/m 2 . 

The greatest evaporation takes place in August (137), then in July (132), and the smallest in 

January with 27 l/m 2 . The fog is a rare occurrence in Ohrid Basin. At an average, there are 5 

days with fog per year, mostly during the three winter months. 

3.3 Geology of the railway line area 

The wider area of the route of the line, starting from the railway station Kicevo 

(station 102km+000, to station 128km+850), with a length of approximately 29 

kilometers, belongs to the sheet of Kicevo in the Basic Geological Map, scale 

1:100.000. Within this sheet (from oldest to youngest), the following geological 

(lithological) units have been identified: 

1. Paleozoic metamorphites and magmatc rocks (Devonian). The overall thickness of 

these formations ranges between 2000 and 3000 m: 

FD–Phylitoides - the most frequently represented lithological unit, built mostly of 

phylites, but also argilophylites, argiloschists, sandstones, sericite-quartz shales, etc. 

These rocks often alternate and transfer from one into others both horisontally and 

vertically. They are found in the areas of the villages Drugovo, Popolzani, Brzdani, 

Judovo and Slivovo; 

QD–Quartzites-recorded as minor, isolated masses NE of the village Drugovo. These 

are massive and riverbank rocks, mainly built of quartz grains, with ingredients of 

sericite, muscovite, chlorite, circone, turmaline and magnetite; 

MmD–Carbonate shales - recorded as minor or major masses into phylitoides, at 

sites in the areas of the villages Drugovo, Brzdani and Judovo. Their structure 

includes calcite-chlorite grains, and they also occur as quartz, feldspath and biotite; 

MD–Marble plates - recorded on Ilinska Planina Mt., built exclusively of calcite; 

Metamorphosed rhyolites - recorded near the village Judovo. This is isolated rock 

mass, which has broken through phylitoide formation. The original massiveness has 

been almost entirely lost and it has gained shale like texture, its structure being 

prophiric to blastoprophiric; 

2. Complex of mesosoic sediments. It is represented by Triasic, Jurasic and Upper 

Chalk sediments, as well as magmatic rocks, represented in turn by diabases: 

Т 2,3 –Cpnglomerates and sandstones - occur in the basal part of Triassic sediments, 

which transgressively press on Paleosoic shales. They are recorded on SW of the 

village Arbinovo (hill Cartoica); 

116



Т 2,3 –Claystones and horn shales - they occur in rather big amounts on the floor of 

limestone masses, and lie transgressively onto Paleosoic shales. They have been 

recorded between villages Turje-Slivovo and near Arbinovo; 

Т 2,3 –Massive and riverbank limestones - represented on west of the village Arbinovo. 

They are rather cracked on the surface and affected by intense tectonics and 

carstification; 

- Diabases - together with gabbros, they relate to Jurassic magmatism. They occur 

near the village Slivovo and SW of the village Arbinovo, in a form of breakouts into 

Triassic sediments. It is characterized with dark greenish colour, they are solid and 

compact. Their structure is ophitic, subophitic and dolerite. They are composed 

mainly of plagioclasses, and we also find albite and chlorite as secondary minerals. 

3. Tertiary and Quarternay sediments 

Pl 2,3 –Pliocene - it is developed in the rim part of Kicevo gorge and in the basin of 

Debrca. In Kicevo gorge, these sediments are made of gravel and sand sediments, 

which in deeper strata pass into poorly coherent clayey sands and clays. They lie 

transgressively over Paleosoic shales and their estimated power is up to 250 m. In 

the basin of Debrca, these sediments are represented with sands and clays, while 

gravels occur in the uppermost layers, as closing terrace of the former lake which ran 

off into Ohrid basin through the river Sateska. The thickness of these sediments in 

the basin of Debrca reaches around 140 m; 

pr–Proluvial Quarternary sediments - recorded at the beginning of the route, near the 

railway station Kicevo. They are represented with coarse clastic material, unclassified 

and poorly processed. They are made of sandy clays, gravels, quartz particles and 

blocks, shales, clcareous and other rocks building up the surrounding slopes; 

b–Organogenic-marsh sediments - recorded on a minor area before the entry of the 

river Sateska into the gorge, SW of the village Arbinovo. These are occasionally 

flooded areas, where clays with high proportion of organic matter (peat) have been 

identified. The capacity of these sediments has been estimated to be 2-5 m; 

al–Alluvial sediments - developed along river valleys of Treska and Sateska. They 

are represented with coarse clastic material, composed of sandy clays, sands, 

gravels and rounded forms of the surrounding rocks. By way of drilling, the thickness 

of these sediments was estimated at 30-50 m. 

The area of the route of the line (from the station 128km+850 to the end of the line route – 

the border with the Republic of Albania, station 170km+000), with a length of approximately 

42 km, belongs to the sheet of Ohrid in the Basic Geological Map, scale 1:100.000. Within 

this sheet (from oldest to youngest), the following geological (lithological) units have been 

identified: 

1. Paleozoic metamorphites and magmatc rocks (Devonian). The overall thickness of 

these formations reaches around 2000m: 

Sqse Phylitic shales - represented along the gorge of the river Sateska (extension 

from the village Botun to the village Klimatsani), and also found near the village 

Radolista. By their mineralogical composition, these rocks incorporate: quartzsericite-clayey 

shales, quartz-sericite and quartz-sericite-graphitic shales; 

Sq–Metasandstones - occur as thin ribs or in bigger masses alternate horisontally or 

vertically with the above described phytic shales. They are found near the villages 

Klimestani and Trebeniste, as well as south of the village Radolista. They are 

117



composed mostly of quartz, and less often sericite, feldsphath, calcite, titanite, 

circone, granate and turmaline. Graphitic-bituminous matter occurs locally, attributing 

dark colour to the rock; 

M–Marblized limestones - recorded on the south of the village Kaliste and near the 

village Radozda in a form of isolated minor masses. In their lower parts, these 

limestones are slab-like, and massive in the upper ones. The intensity of marblization 

declines as we go to higher horizons. 

2. Complex of Mesozoic sediments. It is represented by Triassic, Jurassic and Upper 

Chalk sediments: 

Т 2 1 –Conglomerates - occur in basal part of Triassic sediments, and rarely as intraserial 

into claystones. They have been recorded S of the village Kalista and W of the 

village Radozda. They are poorly stratified, with specific good roundness of stones, 

and rather solid; they are built of quartz, quartzites, phylitic shales, orthoclass grains, 

microclyn and plagioclas. Limonite and sericite-alevrolite matter is the most frequent 

bounding segment. At points where conglomerates continue into limestones, they are 

cemented with carbonate matter, precrystalized into calcite-dolomite grains; 

Т 2 1 –Sandstones, alevrolites and claystones - developed on the Mountain Jablanica, 

beneath thick limestone masses. They are of heterogeneous composition and poorly 

sorted. They are made mostly of grains of quartz, less fedspaths, pieces of 

metasandstones and phylitic shales. Binding element in sandstones is represented 

with sericite-silicite, and less often carbonate matter with some share of limonite. 

These sediments are characterized with rhytmical sedimentation; 

Т 2 1,2 –Slab-like limestones with horn slates - developed on the Mountain Jablanica, 

above the villages Kalista and Radozda, and they cross on Albanian side as well. 

They are built of carbonate matter, while horn slates are made of amorphous silicite 

matter and radiolaritic shells. 

3. Tertiary and Quarternay sediments: 

Pl 3 –Upper Pliocene sediments, developed transgressively both over Paleozoic rocks 

and Triassic sediments, throughout Ohrid-Struga gorge. Major part of those are 

covered over with Quarternary deposits, but there are also uncovered masses below 

the villages Zagracani and Dolna Belica. They are represented with gravels, sands 

and clays. Towards deeper layers, the material becomes more and more clayey and 

better stratified, and towards upper layers it turns into Quarternary lake sediments; 

ј–Lake and marsh sediments, developed throughout Struga gorge, with confirmed 

power of 20-30m. They are also developed in the lowest parts of Debrca, between 

villages Izdeglavje and Belcista. They are represented with gravel, sand, various 

clays and peat; 

pr–Proluvial sediments - along edge parts of Ohrid-Struga basin. They have been 

identified near the villages Botun, Klimestani and Meseista, as well as on the lowest 

slopes of the mountain Jablanica, near the villages Radolista and Kalista. They are 

represented with coarse clastic material, unclassified and poorly processed. They are 

composed of sandy clays, gravels, pieces and blocks of quartz, shales, limestones 

and other rocks which make up the surrounding slopes; 

al–Aluvial sediments - developed along river valleys of Sateska. They are 

represented with coarse clastic material, composed of sandy clays, gravels and 

rounded forms of the surrounding rocks. 

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Graphical presentation of geological characteristics is given in Appendix 1 - Geological map. 

3.4 Engineering - Geological characteristics of the area of the railway line route 

From engineering - geological point of view, tThe terrain along the route of the line consists 

of (1) non coherent, (2i) poorly coherent and (3) highly coherent rock masses. 

3.4.1 Non Coherent Rock Masses 

In this group of non coherent rock masses along the route of the railway line, we can 

emphasize the following: 

Lake sediments (j). These sediments are generally distributed in Ohrid-Struga basin, as 

well as in areas of Gorna and Dolna Debrca (N and E of the Mountain Gaber). These are 

non coherent, poorly compacted materials with intergranular porosity. 

Marsh sediments (b). They are made of organogenic fine grain silts. They are present 

before the entry of the river Sateska in the gorge, SW of the village Arbinovo. They can 

be unfavourable ground for foundation of heavy constructions. 

Alluvial sediments (al). They can be found along the valleys of the rivers Treska and 

Sateska. They consist of large-grain gravels and sands. The material is medium to well 

rounded and well compacted and sorted. These sediments possess high filtration 

characteristics and are quite water porous. 

Proluvial sediments (pr). They can be found along the edge parts of Kicevo and Ohrid- 

Struga basins. The prolluvium is characterized with large grain cobbles and stones, not 

rounded or partially rounded, weakly sorted and mixed with clay and sand materials 

weakly to medium compacted. The porosity is intergranular due to the larger coarse 

grains. 

Pliocene sediments (Pl 3, Pl 2,3 ). They spread as transgressive cover over Paleozoic rock 

masses in all valleys. They consist of sands, clays and big masses of gravel sediments 

that alternate vertically. 

3.4.2 Poorly Coherent Rock Masses 

Poorly coherent rock masses are the ones that consist of particles smaller than 0.002 mm. 

The most typical representatives are clays and marls. They are very frequent along the 

route, but they are most visible in the Pliocene sediments, in sand and clay series (Pl 3, Pl 2,3 ). 

From engineering geological aspect, they represent an environment where various 

appearances may occur, such as: swelling, consolidated depressions, supplanting, dragging 

down (due to the terrain morphology where they occur, this is excluded), exceeding the 

carriage capacity, etc. Very often, there is a need for improvement of their properties. 

3.4.3 Highly Coherent Rock Masses 

In highly coherent rock masses, there are mostly solid crystallized connections between the 

grains. Along the route of the railway line, within this group there are several types of rocks 

that are important from engineering geological aspect, namely: 

Quartz-sericite (Sqse), carbonate shales (MmD) and quartz shales (Sq)- These rocks are 

full of cracks, broken and weathered in the surface zones. The largest part of their line 

along the route of the railway line is covered by small layer of dust and sand mixed with 

pieces of the indigenous rock. 

119



Phylitoides (FD) and quartzites (QD). From a tectonic point of view, the rocks are quite 

damaged and broken, so, they often form delluvial layer during the weathering of the 

indigenous rock (in situ) which can be thick from several cm to 2 meters. 

Rhyolites ( and diabases magmatic rock masses with visible cracks on the 

surface. 

Slab-like marbles (MD), mass limestones, dolomite limestones and slab-like limestones 

with horn slates (Т 2 1,2 ). From engineering and geological point of view, they are quite 

damaged, with numerous cracks and holes. They are covered with silt and clay materials 

mixed with pieces of marble. Local delluvial cover exceeds the thickness of 2 metres. 

Conglomerates and sandstones, alevrolites and claystones (Т 2 1 )- From engineering and 

geological point of view, they are quite stable and solid rock masses, but they are prone 

to surface erosion and material wash-out. 

3.4.4 Contemporary registered engineering - geological appearances and processes 

As a result of the wide spectrum of egsogenic influences (physical, mechanical, chemical 

and antropogenic), a large number of contemporary engineering geological processes and 

appearances occur, which are noticed along the route of the railway line. Upon the 

engineering geological investigation, the following engineering geological processes and 

appearances have been registered: 

Surface disintegration. For the formation of these processes and appearances, several 

factors have been the cause (climate factors, tectonic conditions, resistence of rocks to 

decomposition, etc.) It is most clearly expressed along the extension from the village 

Botun to the village Klimestani (on the right bank of the river Sateska), then the extension 

from the village Brzdani to the village Judovo, as well as in the gorge of the river Sateska 

(S of Arbinovo towards Izdeglavje). Products that are obtained from the surface 

disintegration processes are larger blocks, crushed stones, and smaller stones separated 

from the indigenous rocks. 

Erosion. By washing out, under the influence of various external factors, decomposion 

and movement of the decomposed rock material occur. While under the influence of 

strong water flows and rains, the eroded material is transported to the foothills of the 

mountain as a consequence of multiple and long-term washing out of eroded materials, 

and create tranches and greves, that are very frequent phenomenon along the route of 

the railway line. In relation to those engineering geological processes, the exploitation of 

the forest stock is very intensive, especially along the extension Botun-Meseista. 

Processes of landfall and landslide This is a process where earth masses are detached 

from the ground and they move under the gravitation influence and their own weight. In 

this terrain (along the route of the railway line), there are numerous old or settled dragdowns, 

but also active and potentially dangerous after the construction of the route. In 

relation to those engineering geological processes, the exploitation of the forest stock is 

very intensive, especially along the extension Botun-Meseista. 

Along the route of the railway line, the following engineering geological appearances and 

processes have been registered, and they are graphically presented in Appendix 2: 

Table 5 Registered engineering geological appearances and processes along the route of the railway 

line 

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No. Description Y X km No. Description Y X km 

1 Jaruga 495445.92 594947.90 104+585.45 

Surface 485647.00 581739.00 123+312.78 

2 Jaruga 495327.15 594832.14 104+750.90 

16 washing 

(from - to) 485578.00 581623.00 123+448.52 

3 Jaruga 495235.37 594751.83 104+854.51 17 Jaruga 485576.00 581617.00 123+454.83 

4 

Surface 

washing 

493485.78 593328.87 107+165.44 18 Landslide 485628.62 579019.33 126+269.58 

5 Јaruga 493197.28 593107.30 107+530.73 19 

Surface 

washing 

483039.00 571110.00 135+412.31 

6 Jaruga 493231.42 593269.76 107+417.49 20 Jaruga 483039.00 571110.00 135+412.31 

7 Jaruga 493070.00 591988.00 108+845.54 21 Surface 

8 Jaruga 492983.30 590805.35 110+081.59 22 Jaruga 482645.00 570883.00 135+867.61 

9 Landslide 493080.00 590762.00 110+167.95 23 Landslide 482184.51 568774.51 138+232.83 

10 Jaruga 492283.34 590805.35 109+886.73 24 Jaruga 482010.88 568760.98 138+266.18 

11 Landslide 493271.00 589762.00 111+191.75 25 Jaruga 481967.00 569318.00 137+717.81 

12 Landslide 492682.70 589039.20 112+202.39 26 Jaruga 481791.00 568221.00 138+830.91 

13 Landslide 491896.03 589066.40 112+674.38 27 

14 Landslide 491574.31 589008.92 113+298.83 28 

Surface 

washing 

Surface 

washing 

469349.00 553823.00 160+112.23 

469449.00 553645.00 160+289.91 

15 

Surface 

washing 

(from - to) 

485912.00 581950.00 122+971.34 29 Landslide 469299.00 552537.00 161+400.60 

30 Jaruga 469523.00 551090.00 162+872.53 

485726.00 581822.00 123+197.38 

31 Jaruga 469561.00 549771.00 164+228.44 

3.5 Hydrogeological characteristics of the area of the railway line route 

According to the lithologic structure, structural type of porosity, degree and nature of cracks, 

presence of water and other hydrogeological parametres that induce their porosity, rocks 

masses/sediments recognized along the route of the railway line may be divided in the 

following groups: 

3.5.1 Well porous rock masses/sediments 

Within this group, there are: 

al- alluvial sediments of the River Treska (Q = 10-50 l/s, T = 300-5000 m 2 /day), 

where there is a confined type of aquifer of free level, the maintenance, drainage, 

directions and oscillations on the groundwater level (GWL) of which correspond to 

the river. In the upper part of the River Treska, the replenishment also results from 

several identified karstic aquifers. Smaller portion of replenished water comes from 

atmospheric precipitation. 

MD–(slab-like marbles), Т 2 1,2 , (slab-like limestones with horn slates), Т 2,3 (massivle 

riverbank limestones). The following hydrogeological characteristics of the medium 

are applicable for them: >10 karst appearances/km 2 , Q aquifer > 100 l/s. Within the, 

karst-fractured type of aquifer of free groundwater level is developed. The 

maintenance of these aquifers originates mainly from atmospheric falls, to a certain 

extent from the regional fault structures, which in blocks divided the present rock 

masses, and smaller portion from side replenishment from some adjacent aquifer. 

Drainage of these aquifers has mostly been registered through a number of karst 

121



springs, and a portion through overflow into certain adjacent aquifer. The oscillation 

of level of groundwater in this aquifer is specific, and consequently reflected in the 

karst springs capacity. Many of these springs, like "Sum", "Gorna Belica", "Kalista" 

are captured for water supply for the City of Struga and surrounding villages. 

3.5.2 Medium porous rock masses/sediments 


Аl-(alluvial) sediments of the River Sateska, where there is a confined type of aquifer 

of free level, the maintenance, drainage, directions and oscillations on the 

groundwater level (GWL) of which correspond to the river. The following 

hydrogeological characteristics are applicable for the aquifer: Т = 50-300 m 2 /day, Q = 

2-10 l/s. Most of the replenishment of this aquifer results from the existing karstic 

aquifers (such as Petricanski izvori, the springs near the village Godivje, karst aquifer 

in Izdeglavje, springs on north of the village Belcista and others), a portion from 

atmospheric precipitation, a portion from temporary side tributaries entering into the 

river Sateska and portion by way of overflow from side karst aquifers, like the karst 

limestone massif above the village Klimestani. 

М- (Paleosoic marbles), Т 2 1,2 , (slab-like limestones with horn slates) and Т 2 

1,2 

(dolomite marbles), where a karst-fractured type of aquifer has been 

developed. The following hydrogeological characteristics are applicable for 

them: 1-10 karst appearances/km 2 , Q aquifer = 10-100 l/s. The maintenance of 

these aquifers originates mainly from atmospheric falls, to a great extent from 

the regional fault structures. Well developed regional tectonics, in the frames 

of Western-Macedonian tectonic zone, certainly plays certain role in the 

drainage of these aquifers. In addition to this, drainage of these aquifers has 

mostly been registered through a number of karst springs, and a portion 

through overflow into certain adjacent aquifer. 

3.5.3 Poorly porous rock masses/sediments 


Pr-(proluvial) sediments, which by their local distribution do not posses any major 

significance, and Pl 2,3 (Pl 3 ) – Pliocene sediments of Kicevo basin, valley of Debrca 

and Struga basin, with developed confined type of aquifer under pressure (with 

artesan or subartesan groundwater level). Hydrogeological characteristics are as 

follows: Т = 15-50 m 2 /day, Q = 0,5-2 l/s, Q aquifer = 0,05-0,5 l/s. 

Т 2,3 -conglomerates and sandstones, where fractured type of aquifer with free water 

level exists. Hydrogeological characteristics are as follows: Q well = 0,5-2,0 l/s; Q aquifer = 

0,05-0,5 l/s. Replenishment of this aquifer is accomplished through atmospheric falls. 

No surface outflow has been recorded for this aquifer, which means that its drainage 

takes place into al-aquifer of the river Sateska or overflows into Pliocene sediments 

(described above). 

3.5.4 Predominantly non-porous rock masses/sediments 

This group of rock masses/sediments has the following characteristics: 

Low level of porosity and water production (T < 15m 2 /day). 

The presence of springs with low level of production (Qi < 0.5 l/s) in non coherent rock 

masses. Most of them are of temporary nature of flow (dry out). 

122



The presence of shallow dug wells for the cattle and irrigation, which are generally 

exploited by occasional manual drawing water from the well. 

Developed cracks and intergranular porosity, shallow under the surface and local 

limited spreading. 


ј, b-lake and organogenic marsh sediments; 

-metamorphised rhyolites; 

MmD-carbonate shales; 

QD-quartzirtes; 

FD-phyliotoides; 

Sq; Sqse- metasadnstones and alevrolites and quartz-sericite shales within the 

Paleozoic complex. 

Registered hydrogeological appearances and objects along the route 

Along the route of the railway line, the following hydrogeological appearances and objects 

have been registered: 

Table 6 Hydrogeological appearances 

No. 

HG phenomenon or 

objekt 

Y X Capacity, comment 

1 Excavated well - group 496147.00 5968690.00 

2 

3 

Chlorine. station and 

pipeline Studencica 

Source.primitive 

captured 

495291.75 595455.56 

495645.63 595137.11 0,1 – 1,0 l/s 

4 Source, uncaptured 494979.00 594659.00 0,1 – 1,0 l/s 

5 Source, uncaptured 492739.45 593031.27 1,0-10 l/s (up the road Kicevo - Ohrid) 

6 Excavited well, group 493750.00 593205.00 

7 Source, captured 493888.00 593383.50 0,1 – 1,0 l/s 

8 

9 

Carsten source, 

uncaptured 


uncaptured 

493220.50 592520.75 10 – 100 l/s 

493338.75 592327.90 1,0-10 l/s 

10 Excavited well, group 493135.00 592710.00 

11 Source, captured 493394.00 592233.00 1,0-10 l/s 


13 Well, excavited 492625.00 588845.00 

14 Source, captured 492796.50 590507.50 1-10 l/s (water supply of the village Vidrani) 

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No. 

15 

16 


objekt 

Source primitive 

captured 

Source primitive 

captured 


492501.50 590928.00 1,0-10 l/s 

493600.00 589453.50 0,1 – 1,0 l/s 

17 Well, excavited 492625.00 588845.00 

18 Karsten source, captured 491690.00 588630.00 0,1 – 1,0 l/s 




22 Source, captured 489360.50 585464.00 

23 Source, captured 487620.50 585877.00 

24 Source, captured (group) 487414.00 585014.00 

0,1 – 1,0 l/s (water supply of the village 

Turje) 


Slivovo) 


Slivovo) 



27 

Source, primitive 

captured 

486160.58 582204.50 0,1 – 1,0 l/s 

28 Source, captured 485799.00 582086.50 1,0 - 10 l/s 


30 Artesian bore hole 485095.00 581330.00 Q с.и . = 0,2-0,4 l/s 

31 Well, pierce 485350.00 581200.00 

32 Excavited well(group) 486105.00 580705.00 



35 

Wrecked uncaptured 

source (group) 

485578.00 578097.50 0,1 – 1,0 l/s 

36 Well, drilled 484913.60 577431.65 

37 Well, excivited(dug) 484850.00 577484.00 

38 


captured 

486140.00 576980.00 10 – 100 l/s (in the village Izdeglavje) 

39 Well, excavated (group) 485920.00 576935.00 


41 


uncaptured (group) and 

485085.00 574904.00 Wrecked source “Blue Virovo” 

124



No. 


objekt 

wet field 


Q = 10 – 100 l/s 

42 Source, captured 483126.65 571158.57 Fountain - 0,1 – 1,0 l/s 




46 Source, uncaptured 482379.48 568732.40 Over active landslide - 0,1 – 1,0 l/s 


48 Well, excavated 478727.01 564020.69 In the village Volino 

49 Artesian bore hole 475643.94 562696.20 

In the monastery circle near the village 

Moroishta 

Qси. = 0,3 – 0,6 l/s 

50 Artesian hole (group) 475469.51 562249.29 In the village Moroishta 

51 

Carsten source 

(group) 

469595.98 559978.86 “Noice”, Q = 100 – 1000l/s 

52 Regional plumbing 470908.50 559972.60 From G.Belica to Struga 

53 


captured 

470060.28 556220.52 

Part for water supply of the village Kalista 

Q = 1,0-10 l/s 

54 

55 


uncaptured 


uncaptured 

469172.43 555304.96 Source “Good water” Q = 10 – 100 l/s 

469193.09 554974.16 0,1 – 1,0 l/s 




59 

Reservoir and supply 

pipeline 

469534.82 549957.86 

For water supply of the village Radozda 

and watchtowers 

It should be mentioned that there are three speleological objects in the wider area of the 

village Drugovo - caves, identified as proposals for protection under the category monument 

of nature, namely: Utova Dupka, Kalina Dupka and Ginceica. However, these caves are at 

great distance from the route of the railway line. 

3.6 Tectonics and seismic characteristics of the area of the railway line route 

The area of the railway line route belongs to the Western Macedonian zone, which is 

characterized with fine plicative structures and radial tectonics. 

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Structures in Western Macedonian geotectonic zone extend along NW-SE to NNW-SSE 

directions. Tectonic development is connected with two major orogeneses: Herzine and 

Alpine orogenesis. 

By Herzine orogenesis, Paleosoic sediments were regionally metamorphosed and wrinkled 

in mild synclinal and anticlinal structures. 

Alpine orogenesis enabled strong dynamo-metamorphism, intensive wrinkling of the terrain 

and in most cases reprocessing of herzine structures. In later phases of Alpine orogenesis 

(by the end of Lower or beginning of Middle Pliocene), the terrain was affected by very 

intensive radial tectonics, forming several tectonic grabens. 

Paleosoic metamorphic rocks are intensively wrinkled into mild synclinal and anticlinal 

structures. Synclinal ones are bigger, well expressed, with brachiform character at spots, 

while anticlinal are less expressed, narrow and open structures. 

The most significant structures within the boundaries of Western Macedonian zone include: 

Brzdanska anticlinal, Presecka synclinal, Vrbjanska anticlinal , Pesocanska synclinal, 

Stogovo synclinal, Karaorman synclinal, Sateska anticlinal, Botun brachisynclinal, 

Frangovska anticlinal, Crndrim anticlinal, Kicevo graben and the graben Debrca. 

In the period of Middle Plocene, certain segments of the terrain were subject of intensive 

radial tectonics (neotectonics), the result being the establishment of several tectonic 

grabens. The most remarkable is the Ohrid graben, oriented in N-S direction, between 

mountain ranges Galicica-Karaorman and Jablanica-Mokra, and delineated with the 

southern slopes of Karaorman Mt. on north. 

During the formation of Pliocene grabens, the terrain became rather labile with intensive 

manifestation of radial tectonics. It was active through entire Middle and Upper Pliocene, and 

it was also active in Quarter with a tendency of slowing down. Most of the faults have deepsea 

nature and such faults occur mainly in SW area of Galicica and landscapes of Jablanica, 

where diapirically extended bodies of ultrabasites occur on the same ruptures. 

Some of the vertical ruptures are active today as well, which confirms the data that the wider 

area of Ohrid and Prespa Lakes belongs to the most active seismic areas in Macedonia. 

The region covering the territory of the Republic of Macedonia and areas at 100 kilometers 

beyond its borders, in tectonic terms, belongs to the Mediterranean orogene area of Alpine- 

Himalaya belt. Predetermined by such tectonic affiliation, seismic activity of this region is one 

of the strongest on the inland part of the Balkan Peninsula. 

Occurrence of disastrous earthquakes reaching epicentral intensity up to X MCS-64 and 

magnitude to 7,8 (the highest magnitude observed ever on the Balkan Peninsula), is 

frequent in this region. 

Earthquakes in the region are mainly shallow (h 

hypocentres of up to 40 km, and most often to 20 km. 

60 km), with most of them having 

Through the time, earthquake epicenters have concentrated into specific epicentral areas 

connected in seismogene zones. These zones, with their epicentral areas and all historical 

and contemporary earthquakes that have taken place therein, determine the seismicity of the 

analyzed region of the Republic of Macedonia. 

126



Figure 26 Tectonic regionalization of the Republic of Macedonia 

Three seismogene zones define the seismicity of the wider region: 

The first among them stretches along Vardar River valley, covering epicentral areas 

from the Republic of Serbia, Republic of Macedonia and Republic of Greece, 

respectively, and it is connected with the tectonic unit of the Vardar zone (part of 

Dinarides-Helinides) – therefore, it has been named Vardar seismogene zone in 

seismological and seismotectonic literature. 

The second seismogene zone is linked with Ograzden-Halkidiki zone (major part of 

Serbian-Macedonian massif and some part of Kraistidna zone on Carpato- 

Balkanides). This seismogene zone includes epicentral areas from the Republic of 

Serbia, Republic of Macedonia, Republic of Bulgaria and Republic of Greece, 

respectively. The valley of Struma River stretches along major part of its eastern 

edge and therefore it has been named Struma seismogene zone. 

The third seismogene zone includes epicentral areas from the Republic of Serbia, 

Republic of Macedonia, Republic of Albania and Republic of Greece, respectively. 

The valley of Bel Drim River stretches into its furthest northeastern part, and the 

valley of the Crn Drim River and the valley of the mouth of these two rivers – river 

Drim stretch along its upper western part. Therefore, this seismogene zone has 

been named Drim seismogene zone. 

Based on the above, it may be concluded that the seismicity of the territory of the Republic 

of Macedonia and border areas is predetermined by the three main longitudinal seismogene 

zones (Struma, Vardar and Drim). 

127



Figure 27 Map of isolines of seismic intensity of earthquakes in Macedonia (by MCS) 

With reference to the degree of seismic intensity by MCS scale, the route of the railway line 

passes through three areas: 

Area with maximum seismic intensity of 7 0 – which includes the stretch from the 

railway station Kicevo to the stretch below village Slivovo; 

Area with maximum seismic intensity of 8 0 – from the stretch below Slivovo, to the 

stretch vilage Meseiste - village Volino; 

Area with maximum seismic intensity of 9 0 – which comprises Ohrid Lake together 

with the shore belt, and thus the stretch village Meseista - village Volino, to the end of 

the route. 

128



Figure 28 Seismic map 

3.7 Soil characteristics 

The route of the railway line Kicevo-Lin with its length of 62.3 km passes through several 

basins and mountainous areas, which are rather different in terms of pedogenetic factors 

(geology, relief, climate, vegetation and man impact). This diversity of pedogenetic 

conditions has predetermined the presence of a number of soil types, which alternate at 

small distances, making the soil cover rather diverse. 

The rote of the line, except several sections which pass through mountainous area, runs 

through colluviums and alluviums of Kicevo, Izdeglavje, Belciste and Struga basins. 

129



These deposits host colluvial soils, colluvial soils with signs of lessening, cements, alluvial 

with well expressed signs of hydromorphism, and marsh-gley soils, while the siliceous 

substrates, depending on vegetation and altitude, as well as the stage of pedogenesis, have 

the following types: brown forest soils, litosols and regosols. On limestone rocks, the 

following types have been recognized: brown forest soils on limestone and dolomite 

(calcokacambisols) and limestone dolomite chernosems (calcomelanosols). 

3.7.1 Colluvial soils 

In the investigated area, the route runs through several sections over this soil type, namely: 

Kicevo basin, the area of village Drugovo (103-107 km) - the route passes over 

colluiviums created of silicate material (phylitoides and shales), characterized by low 

level of sorting due to steep terrain and short transport, as well as high content of 

skeleton. On the surface, processes of surface and weak burrow erosion are notable. 

Appearances of lessening due to more intensive clay washing out are present on flat 

micro-sites. 

Figure 29 Colluvial soils 

At the entrance into Struga basin, near the villages Klimestani and Mesesita, the route 

runs over alluvial soils formed of sediments of the river Sateska, as well as on the 

contact with colluvial sediments formed of shale like siliceous material. These colluviums 

are rather irregular, from morphological point of view. In some, stratification is not clearly 

expressed, but there such with clear distinction of strata and diverse granular 

composition. They have skeleton on surface, though fine granulated earth prevails. As 

the terrain approaches the village Trebenista and the route goes down towards the 

central part of the fields, colluvium gradually turn into soils of more and more fine 

mechanical composition and into alluvial soils. 

130



Colluvial soils in the area of the village Radoliste go down steeply towards the village 

Struga fields. These colluvial soils were formed by material obtained by soil erosion 

formed onto limestone and dolomite, and therefore they occur in red colour, heavier 

mechanical composition and better sorted. 

3.7.2 Alluvial soils 

Alluvial soils through which the route passes are formed of the alluvial sediments of the river 

Sateska and its tributaries in the area of Izdeglavje and Belciste fields, as well as lake and 

marsh sediments in Struga basin. 

In Izdeglavje field, the route passes along the western side of the field along the flow 

of Sateska river, over alluvial soils which have dry profile due to specific unsorted 

and coarse skeleton material, despite the high level of subsoil waters. These are low 

acid carbonate free soils, with low content of organic matter and nutrients. 

The route section in Belciste field passes through skeletal alluvial soils. These soils 

have poor water carrying physical properties, they are carbonate free and 

structureless. In a small segment, south of Novo Selo, the route passes through pure 

skeleton. 

Alluvial soils of Struga field cover the areas of the villages Volino, Moroviste, Livada 

and Mislesevo (144-149 km). They were formed mainly on material transported by 

the river Sateska. These are young, under-developed soils with well expressed 

stratification of the soil profile. Close to the river, they have coarser mechanical 

composition, while in the zone of the route they are characterized by finer mechanical 

composition. These are carbonate free soils with low acid activity, while mechanical 

composition varies depending on the distance from the former riverbed of Sateska. 

Their content of organic matter and nutrients is low, but still they are assessed as 

soils with good potential fertility, good water porosity and good water and air regime. 

In the route segment from 146-147 km, in the area known under the name Propast, 

alluviums with morphological indications of gradual transformation into marsh ones are 

found, owing to the high level of groundwaters in the depression, in a form of plod spots 

and planes. With regard to these soils, particular attention should be paid to the high 

groundwater level, detected at small depth due to extremely humid conditions, which 

makes this terrain an unstable ground for construction interventions. 

3.7.3 Marsh soils 

Marsh soils (149-156 km) are found in the zone of the former Struga marsh (on left and right 

along the course of the river Crn Drim), which was characterized by presence of areas 

beneath low peat bogs. Areas under marsh soils are actually depression of the Struga fields, 

which is positioned below the level of the Lake, and therefore groundwater is in permanent 

contact with the lake ones and they are thus subject of strong oscillations. Parts of these 

areas are now covered by coarse deposit transported there by the left tributaries of Drim, 

primarily Belicka Reka. Besides, major portion of the excessive water is evacuated through 

canal system to the Lake of Ohrid and in the canal Sum. Still, during the field investigations 

we found gley horizon at the depth of 40-50 cm, which indicates high water level of ground 

waters, while on the right of the river Drim, in the area Sarkanica, presence of large areas 

under surface water have been detected. 

131



Figure 30 Marsh soils 

Marsh soils have been also identified in the area of the village Kalista, immediately below the 

highway to Albania, below the village Radolista (162 km). These are soils with high content 

of organic matter, heavier mechanical composition relative to alluvial soils and well sorted. 

Due to the high groundwater level both with humid alluviums and marsh gleyey soils, they 

are used for production of annual crops. Plantation of perianual plants has not been noted in 

these areas. 

The segment of the route in the mountainous region, spreading in the areas of the villages, 

Popolzani, Vidrani, Brzdani and Judovo, soils formed on limestone and dolomite alternate at 

small distances, as well as soils on silicate ground (regosols and shallow brown forest soils 

under oak vegetation), mostly as a result of frequent changes in geological substrate of 

limestone in siliceous rocks. 

132



After the exit from the tunnel near Slivovo, up to the entry in Izdeglavje field, the line runs 

over shallow soils formed on limestone. These are soils of shallow profile formed onto solid 

rock. Any degradation of the soil cover with these soils results in intensive erosion and loss 

of entire soil profile. 

On the way from the village Botun to the village Klimestani, the route goes through regosols 

formed on shales. These are shallow soils with low content of humus and rather unstable 

with regard to erosion due to low content of organic matter, poor stability of structural 

aggregates and great slope of the terrain. In a part of the gorge, intensive wood cutting on 

inclined terrain has been observed, as well as construction interventions, resulting in 

intensive erosion processes. 

With its last section, from the stretch 163-170 km, in the areas of the villages M.Vlaj and 

Radozda, the route of the line passes through soils formed onto siliceous ground (phylitic 

shales), prevailed by regosols and cements on minor locations. Calcareous dolomite 

chernosems and brown soils limestone and dolomite have been identified on marbleized 

limestones. With a short section, the route passes through limestone crumbles (talus). 

3.8 Hydrography and quality of surface waters in the area 

The wider area of the corridor of the railway line Kicevo-Lin (border with the Republic of 

Albania) is part of the territory of two major regional watershed areas: 

Watershed area of the river Treska, the following watercourses gravitate in its 

upper course: (1) river Studencica, formed on north of the village Dobrenoec, i.e. it is 

uncaptured remain of the springs of Studencica (the waters of which have been 

captured by regional water supply system supplying water to several municipalities); 

(2) Brzdanska Reka and (3) Ehlovecka Reka; 

Watershed area of the river Crn Drim, into which, from its outflow from Ohrid Lake 

to the artificial water accumulation Globocica, the following watercourses gravitate: 

(1) Sateska Reka, which is the biggest tributary to the river Crn Drim. The following 

rivers enter into it: Bigorstica, Golema Reka, Gorna Reka, Vilipica, Mala Reka, 

Pesocanska Reka, channel Matica (composed of the rivers Slatinska Reka, 

Ozdolenska Reka and Shosanska Reka), Kocunska Reka, Zletovska Reka, Golema 

Reka and Graista; then (2) river Belicka Reka, which is uncaptured remain of several 

karstic aquifers above the village Gorna Belica, (the waters of which have been 

captured for water supply to the City of Struga and surrounding villages); (3) river 

Sum, formed by the karstic aquifer of the same name, (4) river Vevcanska Reka, 

formed by the karstic aquifer above the village Vevcani, and (5) river Susica, formed 

west of the village Visni. 

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Figure 31 Watershed areas 

Fluctuations in the levels of these watercourses are within the hydrological cycle; however, 

in periods of high water level, some of these watercourses are characterized by appearance 

of overflows from their riverbeds and temporary lake formation, over smaller or larger areas 

along watercourses. 

In the case of the river Treska, overflows have been recorded in the area near the entry into 

the river Brzdanska Reka. 

In the case of the river Sateska, overflows have been recorded in the part below the village 

Arbinovo (before entry in the gorge), then along the extension from the village Izdeglavje to 

the point before the village Pesocani, at the entry point with the river Matica and before the 

village Botun (Dolna Debrca). Part of the course of the river Sateska (before the village 

Volino) was artificially redirected into channelized course towards Ohrid Lake, which 

contributes in the protection against flooding in the lower course, towards the Lake, as well 

as the entry into the river Crn Drim. 

In the case of the river Crn Drim, overflows from its riverbed and temporary lake formation 

have been recorded along the stretch from the city of Struga to the point before the village 

Velesta. 

Data on the quantitative characteristics of the watercourses Treska, Sateska and Crn Drim 

was taken by the Hydrometeorological Administration, for a period of 3 hydrological years 

(2000-2002 година), and average values are as follows: 

River Treska (measuring point village Izvor, watershed area of 60 km 2 ) 

Qmax. = 2,37 m 3 /s, Qsr. = 1,85 m 3 /s, Qmin. = 1,36 m 3 /s 

River Sateska (measuring point village Botun, watershed area of 357 km 2 ) 


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River Crn Drim (measuring point village Lozani) 


Under the Decree on waters clasification, according to the purpose and degree of purity, 

surface waters (watercourses, lakes and accumulations) and groundwaters are distributed 

into classes, namely: 

Table 7 Classification of waters 

Class 

I 

II 

III 

IV 

V 

Use / Purpose of the water 

Class of very clean, oligotrophic water which in natural condition and eventual disinfection 

may be used for drinking and for production and processing the food products, as well as for 

spawning of noble types of fish – salmonides. The buffering capacity of the water is very 

good. It is constantly saturated with oxygen, contains low level of nutrients and bacteria, and 

very low level of anthropogenic pollution with organic substances (but not inorganic matters). 

Class of water with low level of pollution, mesotrophic water, which in natural condition may 

be used for bathing and recreation, for water sports, for spawning other types of fish 

(cyprindae) , or which by regular methods of processing and conditioning (coagulation, 

filtration, disinfection and alike) may be used for drinking and production of food products. 

The buffering capacity and saturation of water with oxygen during the whole year are good. 

The present burdening may lead to insignificant increase of primary productivity. 

Class of moderately eutrophic water, which in natural condition may be used for irrigation, 

and after regular methods of processing (conditioning) it can also be used in the industry 

where there is no need of water with drinking quality, The buffering capacity in weak, but it 

preserves the acidity of the water to levels that are still adequate for most of the fish. 

Occasionally, there is deficiency of oxygen. The level of primary production is significant, 

and some changes in the structure of the community can be noticed, including the types of 

fish. The burdening with harmful substances is evident, as well as the microbiological 

pollution. Concentration of harmful substances varies from natural level to level of chronic 

poisoning in relation to aquatic life. 

Class of strongly eutrophic, polluted water, which in natural conditions may be used for other 

purposes, but only after certain type of processing. The buffering capacity exceeds the 

limits, which leads to larger acidity levels that have impact on the development of younger 

generation. In the epilimnion, there is oversaturation with oxygen, while in the hypolimnion 

the level of oxygen is too low. Flourishing of algae is notable. 

Increased decomposition of organic matters, simultaneously with water stratification, may 

lead to anaerobic conditions and death of fish. Massive sites of tolerant species, fish 

populations and benthos organisms may be affected. Microbiological contamination does not 

allow this water to be used for recreation, while harmful substances discharged or released 

from the sediment (sediment - deposits) may affect the quality of aquatic life. Concentration 

of harmful substances may vary from chronic to acute levels of toxicity for the aquatic life. 

Class of very polluted, hypertrophic water, which in natural conditions may not be used for 

any purpose. The water has no buffering capacity and its acidity is harmful for many fish 

species. Big problems occur in oxygen regime, with over saturation and scarcity of oxygen in 

epilimnion, leading to anaerobic conditions in the hypolimnion. Disintegrators prevail over 

producers. Fish or benthos species do not exist constantly. Concentration of harmful 

substances exceeds acute levels of toxicity for aquatic life. 

Under the Decree on waters categorization (Official Gazette of RM no. 18/99 and 71/99), 

natural and artificial watercourses, sections of watercourses, lakes, accumulations and 

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groundwaters, the waters of which are distributed in classes by their purpose and degree of 

purity, are divided into five categories. 

The I category includes watercourses the waters of which meet the requirements of the I 

class, the II category – requirements of the II class, the III category – requirements of the III 

class, the IV category – requirements of the IV class, and the V category includes 

watercourses the waters of which have to meet the requirements of the V class. 

The main types of watercourses pollution of the area along the railway line route originate 

from municipal waste water discharged from the populated places and agricultural and 

livestock breeding activities. 

The quality of surface waters in the immediate surrounding of the railway line route is not 

significantly deteriorated by emissions of industrial activities. 

The text below presents categorization of watercourses and lakes in the Republic of 

Macedonia (based on the Law on Waters, Article 85, paragraph 4 and Article 4, paragraph 3, 

published in the Official Gazette of the Republic of Macedonia no. 38/90, 63/94 and 63/98). 

Treska river watershed 

Brzdanska Reka (from the village Brzdani to the entry in the river Treska)–2. 

category; 

River Studencica (from the village D.Dobrenoec to the entry in the river Treska)–2. 

category; 

River Treska (from the village Izvor to the entry in the river Vardar)–2. category; 

Crn Drim river watershed 

River Sateska (from the village Botun, to the entry in Ohrid Lake)–2. category; 

River Sum (from the village Sum to the entry in the river Crn Drim)–2. category; 

Река Crn Drim (from Struga to the border with the Republic of Albania)–2. category; 

Under the relevant legislation in the Republic of Macedonia, the monitoring of surface waters 

is performed continuously by the Hydrometeorological Administration from Skopje. The type 

of measurements, methodology and parameters monitored, as well as changes and 

condition of the quality of waters are carried out in accordance with a special Programme. 

The Programme implementation is aimed at surface waters quantity and quality monitoring 

on the whole territory of the Republic of Macedonia. As a result of all these activities, annual 

reports on the quality of waters are produced. 

In the area of intended construction of the railway line Kicevo-Kjafasan, the watershed areas 

in the region of Kicevo and the second area of Ohrid-Struga region, are covered. Kicevo 

region covers the upper course of the watershed area of the river Treska. 

In the period up to 1996, Hydrometeorological Administration carried out examinations of the 

quality of waters at 3 measuring points in the region of Kicevo, namely: 

SP 63501–village Izvor, river Treska, 

SP 63502–Bigor Dolenci, river Treska, 

SP 63525– Kicevo, Kicevska Reka (river) 

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Figure 32 Measuring points monitoring the waters in the watershed of Treska river 

Based on the results from the said monitoring, it has been found out that the regime and the 

quality of waters in the rivers Kicevska Reka and Treska are affected by discharged 

municipal wastewaters from the City of Kicevo and thermal power plant "Oslomej". 

Other permanent surface watercourses include the rivers Golema Reka and Studencica. 

River Treska originates from a karst aquifer near the village Izvor, on the southern slope of 

the mountain Bistra. Up to Kicevo Basin, it is known under the name Golema Reka. Its 

watershed has numerous springs and rivers, which replenish it permanently and therefore it 

is a river with the greatest annual fluctuations in the flow in the Republic of Macedonia. The 

spring is located at 750 m a.s.l., and its yield ranges between 1500 and 2000 l/s. р. 

Studencica is left tributary to the river Treska. River Studencica is mountaimuous river with 

great gradient of water mirror. The watershed area of the river Studencica is long-shaped, 

lying on southeastern slopes of Bistra Mt., and occupying 53 km 2 . The flow direction is 

northwest-southeast. It spreads over from the highest spot level of 2099 m a.s.l., to spot 

level 565 m a.s.l. The main spring is at spot level 1780 m a.s.l. Its length is 14.1 km. Most of 

the watershed area is covered with oak and beech forest and pastures. Hydrographic 

network is composed of several aquifers, minor streams and gullies. The waters of the river 

137



Studencica are used for water supply of the populated places Kicevo, Makedonski Brod, 

Prilep and Krusevo and other smaller settlements. This water has been categorized as II 

class. 

The water supply system “Studencica” supplies water to the cities Kicevo, Makedonski Brod, 

Prilep and Krusevo and a number of rural settlements situated along supply pipelines in 

Kicevo and Prilep regions, respectively. 

The system was constructed for a capacity of 1500 l/s, and it uses the water from the springs 

of Studencica the yield of which is within the range from 450 to 4300 l/s. Supply pipelines, 

from the springs to the populated places, are made of steel, with a total length of 100 km. 

In days of maximum water consumption, and minimum yield of the spring, the system is not 

able to satisfy the demand for water in connected places. The quality of the water in the river 

Treska, at the very spring, has not changed substantially for years now. It corresponds by all 

criteria to water quality of first category. 

At the measuring point below Kicevo-village Bigor-Dolenci, the quality of water often 

deviates from the prescribed one with regard to organic and microbiological pollution, which 

is a consequence of the wastewaters from the City of Kicevo. 

Part of the precipitation infiltrated beneath the soil surface, establishes the groundwater 

resources. 

Their movement in soil and through rock masses is small, with minor or major delays. At 

suitable points, they come out on the surface and enrich surface waters. 

The springs at Dolno Popolzani is situated in the village Dolno Popolzani-Kicevo area, at 

around 200 m south of the river Treska. The yield of this spring varies in the course of the 

year, ranging between 200 and 1000 l/s. The aquifer is situated in Devonian limestones, 

positioned at 640 m above sea level. 

Aquifer, surface and groundwaters, or combination of those, are used for water supply of 

populated places. 

In Ohrid-Struga region (Crn Drim river watershed area), Hydrometeorological Administration 

has two measuring points in the zone of intended construction of the railway line Kicevo- 

Kjafasan: SP60018–Kalista, Ohrid Lake and SP60019–Struga, river Crn Drim. 

Also, the water of Ohrid Lake is controlled at four additional measuring points: SP60012– St. 

Naum, SP60015–Hotel Metropol, SP60016–City of Ohrid and SP60017–City Beach. 

According to the above measurements, it has been established that the quality of the water 

in the river Crn Drim, at its exit from Ohrid Lake, is relatively clean and can potentially be 

affected by municipal and industrial wastewaters from the cities Ohrid and Struga, especially 

those not collected into the wastewater collection system and treatment plant. 

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Figure 33 Measuring points monitoring the waters in the watershed of the river Crn Drim 

3.9 Quality of air in the area 

Republic of Macedonia, as signatory of the Stabilization and Association Agreement, makes 

efforts, inter alia, towards approximation and transposition of the European legislation in the 

area of air. The Ministry of Environment and Physical Planning (MEPP) prepared the 

framework Law on Ambient Air Quality in line with the Framework Water Directive 96/62/EC, 

as well as Decree on the limit values of the levels and types of polluting substances in the 

139



ambient air and alert thresholds, deadlines for limit values achievement, margins of 

tolerance for the limit values, target values and long-term targets. 

Regular air quality monitoring is one of the most important tools in providing relevant data on 

the state of the air in a given area. Responsible authority for the air quality monitoring is the 

Ministry of Environment and Physical Planning, through the system of monitoring stations 

established throughout the country. 

Figure 34 Monitoring stations 

Hydrometeorological Administration has set its stations on the whole territory of the Republic 

of Macedonia to monitor meteorological parameters and air quality. So far, the two 

mentioned institutions have not carried out measurements of the quality of the air along the 

railway line route. 

Table 8 Measuring parameters of institutions 

3.9.1 Quality of ambient air in Kicevo 

The quality of ambient air in Kicevo is monitored by automatic monitoring station, functioning 

in the frames of the State automatic ambient air quality monitoring system, managed by the 

Ministry of Environment and Physical Planning. The station was set in December 2002 and 

140



since then, hourly data on all measuring parameters are received continuously in the central 

stations based in the Macedonian Environmental Information Centre. 

The monitoring stations measure the concentrations of the following polluting substances: 

sulfur dioxide, nitrogen oxides, suspended particulate matters bigger than 10 micro meters, 

ozone and carbon monoxide. The station is also equipped with instruments which measure 

the following meteorological parameters: temperature, wind direction and velocity, humidity, 

pressure and global radiation. 

The ambient air quality monitoring station located in Kicevo shows the pollution in the city 

caused by human activities, heating of households during winter period, traffic and work of 

industrial facilities. Namely, the Thermal Power Plant “Oslomej” is situated in the vicinity of 

Kicevo. 

The analysis of data presented below is based on the Decree on the limit values of the levels 

and types of polluting substances in the ambient air and alert thresholds, deadlines for limit 

values achievement, margins of tolerance for the limit values, target values and long-term 

targets (Official Gazette of RM no. 50/05). 

3.9.1.1 Sulfur dioxide 

Analysis of data on sulfur dioxide obtained by the monitoring station Kicevo for the period 

2007-2009 is presented in the table below: 

Table 9 Limit values for SO 2 

SO 2 [µg/m 3 ] 2007 2008 2009 

Protection of human health 

Number of overcoming on one hour GV for protection of human helath + 

MT set for the relevant year 

Number of overcoming on one year GV for protection of human health to 

be reached in 2012 year 

0 0 0 

0 0 3 

Number of exceeding the daily GV protection of human health 0 1 1 

Protection of ecosystems 

Averrage annual concentration [ µg/m3 ] 17,53 22,97 22,71 

Averrage concentration in winter [ µg/m3 ] 21,02 26,10 31,22 

The hourly limit value for human health protection plus the margin of tolerance for 2007 was 

500 μg/m 3 , for 2008 - 470 μg/m 3 and for 2009 it was 440 μg/m 3 , and the allowed number of 

exceedences during a year is 24 times. The table shoes that during the analyzed period 

there is no exceedence of the hourly limit value for human health protection plus the margin 

of tolerance specified for the respective year. The hourly limit value for human health 

protection that should be achieved in 2012 is 350 μg/m 3 and it was exceeded only three 

times during 2009, and the allowed number of exceedences during a year is 24 times, which 

means that and the allowed number of exceedences during a year was not exceeded. 

Daily limit value for human health protection is 125 μg/m 3 , and the allowed number of its 

exceedednces is three times during a year. Considering that daily limit value for human 

141



health protection was exceeded only once in each 2008 and 2009, exceedence of the daily 

limit value for human health protection for the period 2007-2009 was not recorded. 

The next Figure shows the average annual concentration and the average concentration in 

winter period of sulfur dioxide for the period 2007-2009, in Kicevo. It is notable that there 

was minor exceedence of the average annual concentration relative to limit value for 

ecosystems protection in 2008 and 2009. It is also notable that the average concentrations 

of sulfur dioxide measured in winter period are higher than the average annual 

concentrations every year and they slightly exceed the limit value for ecosystems protection. 

Figure 35 Average annual concentration of SO 2 in Kicevo 

3.9.1.2 Nitrogen dioxide 

According to the analysis made for hourly values of nitrogen dioxide concentrations obtained 

by the monitoring station Kicevo for the period 2007–2009, we may note that there is no 

exceeding of hourly value in terms of human health protection. 

Namely, the hourly value for human health protection plus margin of tolerance for 2007 was 

300 g/m 3 , for 2008 - 280 g/m 3 and for 2009 it was 260 g/m 3 , and the allowed number of 

exceedences during a year is 18 times. 

The hourly value for human health protection to be achieved in 2012 is 200 g/m 3 . 

The analysis of data is presented in the table below. 

Table 10 Average annual concentration of nitrogen dioxide for the period 2007-2009 

Nitrogen dioxide (NO 2) 2007 2008 2009 

Number of overcoming one hour GV to protect human health + MT for 

a relevant year 

0 0 0 

142



Number of overcoming one year GV for protection of human health 

which should be reached in 2012 year 

0 0 0 

Просечна годишна концентрација [ g/m 3 ] 12 28 30 

The average annual concentration of nitrogen dioxide is presented on the next Figure. 

Figure 36 Average annual concentration of nitrogen dioxide for the period 2007-2009 

The diagram shows that the average annual concentration of nitrogen dioxide relative to the 

limit value for human health protection plus margin of tolerance specified for the respective 

year (60 g/m 3 for 2007, 56 g/m 3 for 2008 and 52 g/m 3 for 2009), the limit value for human 

health protection to be achieved in 2012 (40 g/m 3 ) and limit value for vegetation protection 

(30 g/m 3 ) was not exceeded in none of the years of the analyzed period. 

3.9.1.3 Suspended particulate matters sized up to 10 micrometers 

Analysis of data on the suspended particulate matters sized up to 10 micrometers is 

presented in Table 11. 

Table 11 Analysis of suspended particulate matters sized up to 10 micrometers for the period 2007- 

2009 

Suspended particulate matters sized up to 10 micrometars (PM 10) 2007 2008 2009 

Number of overcoming the daily GV to protect human health + MT set 

for the relevant year 

Number of overcoming the daily GV for protection of human health 

which should be reached in 2012 

129 167 175 

215 254 218 

Averrage annual concentration 85 80.72 76.89 

Daily limit value for human health protection plus margin of tolerance for 2007 was 75 g/m 3 , 

for 2008 - 67 g/m 3 and for 2009 it was 59 g/m 3 , while the allowed number of exceedences 

during a year is 35 times. Daily limit value for human health protection to be achieved in 

2010 is 50 g/m 3 . 

Table 11 shows that the number of exceedednces of daily limit value for human health 

protection plus margin of tolerance specified for the respective year, as well as the number 

143



exceedences of the daily limit value for human health protection to be achieved in 2010, 

exceeds the number of allowed exceedences. 

The next Figure shows the average annual concentration of suspended particulate matters 

sized up to 10 micrometers. 

The Figure shows that the average annual concentration of suspended particulate matters 

sized up to 10 micrometers relative to the limit value for human health protection plus margin 

of tolerance specified for the respective year (60 g/m 3 for 2007, 54 g/m 3 for 2008 and 47 

g/m 3 for 2009) and the limit value for human health protection to be achieved in 2012 (40 

g/m 3 ), was exceeded every year of the analyzed period. 

It should be pointed out that there is a slight trend of decline in the average annual 

concentration, but it is above the allowed limit values. 

Nevertheless, based on the analyses made, we can make a general conclusion that high 

concentrations of this polluting substances are recorded on the whole territory of the country, 

especially during winter period of the year. 

Figure 37 Average annual concentration of suspended particulate matters sized up to 10 micrometers 

for the period 2007-2009 

3.9.1.4 Carbon monoxide 

Based on the analysis of hourly data on carbon monoxide, the following Table of carbon 

monoxide has been composed. 

Table 12 Analysis of carbon monoxide for the period 2007-2009 

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Carbon monoxide (CO) 2007 2008 2009 

Maximum daily eight – hour average concentration of CO 

Number of overcoming the GV to protect human health + MT 

for the corresponding year 

6.08 8.13 8.64 

0 0 0 

Number of overcoming the daily GV for protection of human 

health which should be reached in 2012 

0 0 0 

Based on the analysis made we can conclude that there was no exceeding of the limit value 

for human health protection plus margin of tolerance during the analyzed period of three 

years, specified for each year starting with 2007 (16 mg/m 3 for 2007, 15 mg/m 3 for 2008 and 

14 mg/m 3 for 2009), nor exceeding of the limit value for human health protection to be 

reached in 2012. 

The maximum daily 8-hours mean value of the concentration of carbon monoxide is 

presented on Figure 38. 

Figure 38 Maximum daily 8-hours mean value of the concentration of carbon monoxide for the period 

2007-2009 

The diagram shows that the exceeding of the concentration of carbon monoxide above the 

respective limit values were not recorded during the analyzed period. 

3.9.1.5 Ozone 

The analysis of data on the concentrations of ozone is presented in the following Table. 

Table 13 Analysis of data on ozone for the period 2007-2009 

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Озон (О 3) 2007 2008 2009 

Long term goals 

Maximum daily eight – hour average concentration 184 155 138 

АОТ40 calculated from one – hour values from May to July 21480 23637.4 17865 

Target values 

Number of exceeting on target value for protection of 

human health 

37 57 20 

The target value for human health protection for ozone is 120 g/m 3 and it must not be 

exceeded by more than 35 times during a year. Yet, Table 13 clearly shows that in 2007 and 

2008, the allowed number of exceedences of the target value for human health protection 

was exceeded was exceeded, while in 2009, the number of exceedences of the target value 

for human health protection was lower than the allowed number of exceedences. 

The long-term value for human health protection for ozone for the period 2007 to 2009 is 

presented on the next Figure. 

Figure 39 Long-term target for human health protection for ozone for the period 2007-2009 

During the analyzed period, the maximum daily 8-hours average value of the concentration 

of zone exceeded the long-term value for human health protection for all three, though the 

overview on Figure 40 shows clearly that the maximum daily 8-hours average value of the 

concentration of zone has a falling trend. 

146



The long-term target for vegetation protection for ozone for the period 2007-2009 is 

presented on Figure 40. 

Figure 40 Long-term target for vegetation protection for ozone for the period 2007-2009 

The long-term target for vegetation protection was exceeded at the measuring point Kicevo 

during 2007, 2008 and 2009. 

АОТ40 expressed in ( g/m 3 x hours) means the sum of the difference between hourly 

concentrations above 80 g/m 3 (= 40 th pieces of billion) and 80 g/m 3 during the analyzed 

period May-July. 

For the purpose of the analysis, one-hour values are taken into account, measured every 

day between 8.00 in the morning and 20.00 in the evening by Central European Time, when 

solar radiation is the greatest. In general, exceedences of long-term targets for ozone have 

been recorded at all measuring points in our country and they are related to the geographical 

position of the Republic of Macedonia in the southern part of Europe, characterized by a 

high number of sunny days during summer period. 

3.9.2 Quality of ambient air in Ohrid 

The ambient air quality monitoring in Ohrid is performed only at one measuring point in the 

city and it measures sulfur dioxide and smoke. This measuring point is part of the network 

for air quality monitoring in Ohrid of the Hydrometeorological Administration. Data obtained 

by this measuring pont for the mentioned polluting substances are average daily, because 

manual methods of their analysis are applied. 

Data on the analysis made for sulfur dioxide and smoke for 2006 are shown in Table 14: 

Table 14 Analysis of sulfur dioxide and smoke for 2006 

Ohrid 

Averrage annual 

concentration 

Мах Min MPC 

Number of days with average 

concentration above the MPC 

147



Sulfur dioxide [ g/m 3 ] 22,53 52,02 0 150 0 

Smoke [ g/m 3 ] 7,92 44,41 0 50 0 

The analysis of these polluting substances is within the maximum permissible concentrations 

(MPC) specified in Article 4 of the Law on Air Pollution applicable in that period. 

The average monthly concentrations of sulfur dioxide and smoke for 2006 are shown in 

Table 15 and Figure 41. 

Table 15 Average monthly concentrations of sulfur dioxide and smoke for 2006 

Polluting 

substance 

Jan Feb Mar Apr May June July August Sep Oct Nov Dec 

Sulfur dioxide 19,36 26,71 29,60 27,59 22,41 16,92 21,80 18,62 19,90 

Smoke 11,84 9,06 9,06 9,01 4,59 6,58 6,98 5,60 9,30 

Figure 41 Average monthly concentrations of sulfur dioxide and smoke for 2006 

Data presented shows clearly that the concentrations of these polluting substances are 

higher during winter period of the year, than during the summer period when concentrations 

are relatively low. 

Generally, the overall analysis conducted so far lead to the conclusion that Ohrid is relatively 

clean urban environment where no increasing of the concentrations of the two polluting 

substances have been recorded above MPC. 

The limit values of the levels and types of polluting substances in the ambient air are 

presented in the following tables. 

148



Table 16 Limit values for protection of ecosystems and vegetation 

Polluting substance Protection Average period Limit value 

Sulfur dioxide - SO 2 Ecosystems Year winter period 20 µg/m³ 

Nitric oxide (NO + NO 2) Vegetation Year 30 µg/m³ 

Source: Annual report of processed data on the quality of the environment -2008; MEPP 

Table 17 Limit values for human health protection 

Pollutants 

Sulfur dioxide - SO 2 

Nitric oxide 

PM 10 

Carbone monoxide 

Average period 

Maximum daily 8-hour 

average 

Limit value to be 

reached in 2012 

year 

Allowed number 

of bridging over 

the year 

Limit value for 

20008 year 

1 hour 350 µg/m³ 24 470 µg/m³ 

24 hour 125 µg/m³ 3 125 µg/m³ 

1 hour 200 µg/m³ 18 280 µg/m³ 

1 year 40 µg/m³ 0 56 µg/m³ 

24 hour 50 µg/m³ 35 67 µg/m³ 

1 year 40 µg/m³ 0 54 µg/m³ 

10 mg/m³ 

0 

15 µg/m³ 

Lead 1 year 0,5 µg/m³ 0 0,9 µg/m³ 

C 6H 6 1 year 5 µg/m³ 0 9 µg/m³ 

Source: Annual report of processed data on the quality of the environment -2008; MEPP 

For the purposes of this Study, air quality measurements were conducted along the railway 

line route for particulate matter. The exact points of conducted measurements with 

coordinates are presented on the next Figure. The results obtained are presented in 

Appendix 3. 

149



Figure 42 Measurements of dust in the air 

3.10 Environmental noise in the area 

Emission of noise in the environment has been primarily identified in relation to the 

development of technology, industry and transport. 

According to the Law on the Protection against Environmental Law (Official Gazette of the 

Republic of Macedonia no.79/07), environmental noise is the noise caused by undesired or 

harmful external sound generated by human activities imposed from the nearby surrounding 

and causes nuisance and annoyance, including the noise released from means of 

transportation, i.e. road, railway and air transport and sites of industrial activity. 

Nuisance related to noise means annoyance caused by emission of sound which is frequent 

and/or lasting, generated in a given time and place, which impedes or has impact on the 

people’s common activity or work, concentration, rest and sleeping. 

150



Nuisance related to noise is defined through the extent of annoyance of the population by 

the noise determined by way of field surveys or inspections.The limit values of the basic 

indicators of environmental noise are specified in the Rulebook on the limit values of noise 

level (Official Gazette of the Republic of Macedonia no. 147/08). 

According to the extent of protection against noise, the limit values of the basic indicators of 

environmental noise caused by different sources should not exceede: 

Table 18 Noise levels 

Field differentiated by the degree of 

protection against noise 

Noise level expressed in dB 

Lд Lв Lн 

Range of first degree 50 50 40 

Range of second degree 55 55 45 

Range of third degree 60 60 55 

Range of fourth degree 70 70 60 

o Ld – day (period from 07,00 to 19,00 hours) 

o Le – evening (period from 19,00 to 23,00 hours) 

o Ln – night (period from 23,00 to 07,00 hours) 

According to the extent of protection against noise, the areas are determined by the 

Rulebook on the location of measuring stations and measuring points (Official Gazette of the 

Republic of Macedonia no. 120/08). 

o 

o 

o 

o 

Area of I extent of protection against noise is area intended for tourism and recreation, 

area in the close vicinity of health care institution for hospital treatment and area of 

national parks and nature reserves. 

Area of II extent of protection against noise is area intended primarily for stay, i.e. 

residential area, area in the vicinity of buildings intended for training and education 

activity, facilities for social welfare intended for accomodation of children and elderly 

persons and facilities for primary health care, area of play grounds and public parks, 

public green areas and recreation areas and sites within local parks. 

Area of III extent of protection against noise is area where undertaking in the 

environment is allowed, where causing of noise will be less disturbing, i.e. commercial 

- business - residential area, which is at the same time intended for stay, or where 

there are facilities with protected premises, artisan and similar activities of production 

(mixed area), area intended for agricultural activity and public centres, where 

administrative, commercial, service and catering activities are performed. 

Area of IV extent of protection against noise is area where undertaking in the 

environment is allowed, which may cause disturbance with noise, area without 

dwellings, intended for industrial or artisan or similar activities of production, transport 

151



activities, storage activities and service activities and public activities generating 

significant noise. 

Under the Decision on determination of the cases in which and conditions under which the 

peace of citizens is considered disturbed by harmful noise (Official Gazette of the Republic 

of Macedonia no. 01/09), the activities by which, in case they produce noise in excess of the 

limit values of noise levels, the peace of the citizens is disrupted, are identified. 

In absence of well developed state monitoring network, there is no measurement data 

available for environmental noise levels in the wider area of the subject location. 

Consequently, there are no planning documents for noise management, i.e. strategic map 

and action plan. 

Measurements of noise levels have been conducted along the railway line route. The values 

of the conducted measurements are presented in Appendix 4. 

Figure 43 Noise measuring points 

152



3.11 Biological diversity 

3.11.1 Biogeographical characteristics of the area 

Biogeographical characteristics of the area are presented through the division of biomes by 

Matvejev (Matvejev 1995: in Lopatin & Matvejev 1995; Matvejev & Puncer 1989) and in 

accordance with climate-vegetation-soil zones (regions) by Filipovski at al. (1996). 

1. Biomes of Mediterranean evergreen 

forests and maquis (the clip of the map 

does not contain such biomes) 

2. Biome of sub-Mediterranean, 

predominantly deciduous forests and 

shruberries 

3. Biome of South-European, primarily 

deciduous forests (ecotonic-vykarian 

landscapes are marked 23, 32 and 321- 

distribution of numbers is related to the 

prevailing ecological characteristics; 

landscapes with steppe elements are 

marked with 263 and 236) 

4. Biomes of European, primarily needleshape 

leaved forests of boreal type (these 

landscapes with elements of deciduous 

forests are marked with 43; deciduous 

forests with elements of needle-shape 

leaved forests are marked with 34) 

5. Biomes of Alpine rock grounds, pastures 

and snow fields of Alpine-Nordic type 

6. Biomes of steppe and forest-steppes (the 

map clip does not contain such biomes) 

7. Biomes of rocky grounds, pastures and 

rocky ground forests on 

(oro)Mediterranean 

mountains 

(oromediterranean elements in sub 

Mediterranean forests are 27, in 

deciduous 37, in boreal 47 or combined 

347, 437, 743 or 473). 

Figure 44 Biomes in southwestern part of Macedonia (by Matvejev & Puncer 1989) 

3.11.2 Biomes 

According to the division of biomes of Matvejev & Puncer (1989), the corridor of the 

planned railway line Kicevo-Radozda belongs to the biome of South-European, 

primarily deciduous forests and biome of sub-Mediterranean, predominantly 

deciduous forests and shrubberies (Figure 44). 

153



Biome of sub-Mediterranean, predominantly deciduous forests and 

shruberries spreads over most of the investigated corridor. The most outstanding 

characteristic of climate is well expressed arid period in the course of the summer, 

while maximum precipitations take place during spring and autumn. More thermopile 

segments of the lowest parts of Kicevo valley, the valley of Sateska river in Ohrid 

gorge and shore area of Ohrid Lake between Struga and Radozda are situated here. 

This biome includes also most of the areas adjacent to the route of the planned 

railway line. From among plant communities specific for this biome, we find 

Quercetum frainetto-cerris, as well as elements of Querco-Carpinetum orientalis (on 

lower parts) along the line. All biocenoses are characterized with the animal life 

forms Xeroaestisilvicola and Xeroaestidrymicola (Matvejev 1995). Plants, besides 

trees, are dominated by terophytes and criptophytes. Plant species most specific for 

the biome of sub-Mediterranean, predominantly deciduous forests and shruberries, 

in the observed corridor, include: Quercus pubescens, Quercus frainetto, Quercus 

trojana, Quercus cerris, Carpinus orientalis, Ostrya carpinifolia, Corylus colurna, 

Crataegus orientalis, Acer tataricum, Acer hyrcanum, Acer monspessulanum, 

Syringa vulgaris and Tilia argentea. 

The most specific vertebrate species include: 

Amphibians and reptiles: Testudo hermanni, Lacerta trilineata and Ablepharus 

kitaibelii. 

Birds: Parus lugubris, Dendrocopus syriacus, Ficedula semitorquata, Streptopelia 

decaocto and Accipiter brevipes. 

Mammals: Dryomys nitedula, Apodemus flavicollis, Glis glis and Erinaceus 

roumanicus. 


Natural habitats: Italian and Turkey oak forests, forests of Hop hornbeam (Ostryo- 

Carpinion orientalis), forests dominated by Macedonian oak (Quercus trojana), as 

well as alder belts along rivers and riverby belts of willows and poplars (listed in 

Annex I of the EU Habitat Directive). 

Seminatural and antropogeneous habitats: degraded forests of Hop 

hornbeam, Acacia plantations, orchards under apricots, peaches, almonds, 

walnuts and quinces, vineyards, fields with/without boundaries, alleys, 

gardens, villages, towns. 

Biome of South European predominantly deciduous forests occupies the highest parts 

of the observed corridor. From among plant communities specific for this biome, Sessile oak 

forest (Orno-Quercetum petraeae) can be found within the boundaries of the corridor. 

Animal life forms specific for the observed area include Theroaestisilvicola and 

Herboaestisilvicola (Matvejev, 1995), minor share of evergreen phaerophytes is 

characteristic here. The most important plant species in this biome include: Quercus 

petraea, Fagus sylvatica, Carpinus betulus, Corylus avellana, Berberis vulgaris, 

Sorbus aucuparia, Evonymus europaea, Acer campestre, Acer pseudoplatanus, 

Sorbus torminalis, Tilia platyphyllos, Ligustrum vulgare, Viburnum opulus, Prunus 

avium and Convallaria majalis. Specific vertebrate species are the following: 

154



Amphibians and reptiles: Triturus cristatus, Salamandra salamandra, Rana 

dalmatina, Hyla arborea, Anguis fragilis, Lacerta agilis, Natrix natrix. 

Birds: Phylloscopus sibilatrix, Turdus philomelos, Parus caeruleus, Phoenicurus 

phoenicurus, Erithacus rubecula, Dendrocopus leucotos, Coccothraustes 

coccothraustes, Strix aluco. 

Mammals: Capreolus capreolus, Clethrionomys glareolus, Glis glis, Muscardinus 

avellanarius. 


Natural habitats: Sessile oak forests, woodlots, rivers and clearings within oak 

forests. 

Seminatural and antropogeneous habitats: degraded forests, meadows, 

orchards under apples, plums, pears, cherries, meadows under alfa-alfa, fields 

under wheat crops, gardens, alleys and several villages. 

3.11.3 Climate-vegetation-soil zones 

According to the division made by Filipovski et al. (1996), there are eight climate-vegetationsoil 

zones in Macedonia. Most of the corridor of the planned railway line Kicevo-Radozda 

belongs to the warm continental area. Much smaller part belongs to the cold continental 

area. Elements of continental sub-Mediterranean area occur near Kicevo and Struga. 

155



Figure 45 Climate-vegetation-soil zones in Southwestern part of Macedonia (by Filipovski at al. 1996) 

The warm continental area occupies the lower parts of all valleys in western Macedonia, 

between 600 and 900 m a.s.l. The total area it covers in Macedonia is 7400 km 2 or 27.4%. 

Prevailing and climate zonal plant community in this area is the Italian and Turkey oak forest 

community (Quercetum frainetto-cerris macedonicum Oberd. emend. H-t). Italian and Turkey 

oak forests in most of the western Macedonia are the first and lowest forest community. In 

practice, the whole route of the planned railway line passes through this area. 

156



Figure 46 Italian and Turkey oak forest near village Arbinovo 

At the very beginning of the analyzed corridor, we find elements of continental – sub- 

Mediterranean area, which is more specific for central and eastern parts of the Republic of 

Macedonia. In the western part of Macedonia, continental – sub-Mediterranean area spreads 

over the gorges of the rivers Crn Drim, Radika, as well as Skopje and Veles valleys. This 

area covers total area of 8970 km 2 or 34.9% of the national territory of Macedonia. It usually 

occupies parts up to 600 m a.s.l. Climate zonal community is the forest of the eastern 

hornbeam and Downy oak (Querco-Carpinetum orientalis macedonicum Rud. apud H-t). 

Such elements can be found along the shore area of Ohrid Lake, between villages Kalista 

and Radozda as well. 

These two zones overlap with the biome of sub-Mediterranean, predominantly deciduous 

forests and shrubberies, according to Matvejev. 

Cold continental area occupies higher parts of the mountains, above the warm continental 

area, between 900 and 1100 m a.s.l. The total area covered by this area in Macedonia is 

3420 km 2 or 13.3%. Climate zonal community is the forest of Sessile oak (Orno-Quercetum 

petraeae Em). This zone overlaps with the biome of South European, predominantly 

deciduous forests, according to Matvejev. 

157



3.11.4 DESCRIPTION OF ECOSYSTEMS AND HABITATS 

3.11.4.1 Zonal natural forests 

3.11.4.1.1 Downy oak-Hop hornbeam forests (Querco-Carpinetum orientalis) 10 

Downy oak-Hop hornbeam forests are not typical forest ecosystem in the frames of the 

analyzed corridor of the planned railway line Kicevo-Radozda. 

This ecosystem belongs to the zonal biome of sub-Mediterranean, predominantly deciduous 

forests and shrubberies. 

Specific plant community is Querco-Carpinetum orientalis macedonicum Rud. 39 apud 

Ht. 1946. This thermophilic community grows mostly on skeletal soils (silicate or carbonate). 

The main edificators in these forests are the eastern hornbeam (Carpinus orientalis) and 

Downy oak (Quercus pubescens). Apart from these species, the community usually includes 

other woody species, such as: Juniperus oxycedrus, Rubus sanguineus, Pyrus 

amygdaliformis, Cornus mas, Colutea arborescens, Coronilla emeroides, Prunus spinosa, 

Acer monspessulanum, A. tataricum, Crataegus monogyna, Ulmus campestris, Rhamnus 

rhodopaea, Asparagus acutifolius, Ruscus aculeatus, Hedera helix. In the storey of grass 

plants, the following species grow: Cyclamen neapolitanum, Lathyrus venetus, Anemone 

apenina, Lithospermum purpureoviolaceum, Lamium purpureum, Cardamine graeca, Carex 

halleriana and other species. During field investigations, in the vicinity of Kicevo, individual 

trunks of black pine (Pinus nigra) were found as well. 

Mammals are represented by high number of species, namely: Vulpes vulpes, Felis 

sylvestris, Canis lupus, Canis aureus, Meles meles, Martes foina, Mustela nivalis, Lepus 

europaeus, Apodemus flavicollis, Apodemus sylvicollis, Glis glis. From among birds, many 

species were found during field investigations, the most numerous of which include: 

Streptopelia turtur, Oriolus oriolus, Erithacus rubecula, Fringilla coelebs, Troglodytes 

troglodytes, Carduelis chloris, Aegithalos caudatus, Turdus merula, Turdus viscivorus, etc. 

Birds species specific for Downy oak-Hop hornbeam forests in this area include: Parus 

lugubris Sylvia cantillans and Dendrocopus syriacus. Herpetofauna is also rich: Rana 

dalmatina, Bufo bufo, Bufo viridis, Coluber jugularis, Anguis fragilis, Podarcis muralis, 

Podarcis erhardii rivetti, Lacerta viridis, Lacerta trilineata, Ablepharus kitaibeli, Testudo 

graeca, Testudo hermanni. From among insects, the most specific species are the following: 

Carabus convexus, Calosoma sycophanta, Calosoma inquisitor, Myas chalybaeus, Cymindis 

lineata, Cymindis axillaris, Brachinus explodens, Brachinus crepitans, Calathus fuscipes, 

Calathus melanocephalus. Butterflies are most frequently represented by Nymphalis 

polychloros, Lybithea celtis, Vanessa atalanta, Colias crocea, Polyommatus icarus, 

Gonepteryx rhamni, etc. 

10 

EU Directive 92/43/ЕЕС (Annex I) does not cover these forests as priority habitats for 

conservation 

158



Figure 47 Remains of Downy oak and Hop hornbeam forests near Kicevo 

This community is widely spread in Adriatic and Aegean sub-Mediterranean region. In 

Macedonia, is spreads mainly in central and eastern parts. In the valley of Vardar River, it is 

climate zonal community which climbs up to 600 m a.s.l., and on southern slopes reaches up 

to 1000 m a.s.l. 

Within the observed corridor, we find strongly degraded Downy oak and Hop hornbeam 

forests on minor areas, which often look like hilly pastures with remains/elements of Downy 

oak and Hop hornbeam forests. These include more thermophilic parts of the lowest parts of 

Kicevo valley (fragments), the valley of Sateska Reka in Debrca (along the stretch from the 

village Botun to the village Pesocani) and shore area of Ohrid Lake, between Struga and 

Radozda (please, see the Map of habitats, Appendix 6 and 7). 

3.11.4.2 Italian and Turkey oak forests (Quercetum frainetto-cerris macedonicum) 11 

Italian and Turkey oak forests, together with Downy oak and Hop hornbeam forests belong 

to zonal biome of sub-Mediterranean predominantly deciduous forests and shrubberies. 

These forests grow most often on deep soils of silicate, and sometimes carbonate substrate. 

Quercetum frainetto-cerris macedonicum Oberd. emend. H-t. is specific phytocenosis. 

The most important plant species include: Quercus frainetto, Q. cerris, Q. pubescens, Acer 

campestre, Acer tataricum, Carpinus orientalis, Crataegus monogyna, Fraxinus ornus, 

Prunus spinosa, Pyrus piraster, Sorbus torminalis, Cornus mas, Corylus avellana, 

Sambucus nigra, Rubus discolor, Clematis vitalba, Prunus vulgaris, Ostrya carpinifolia, 

Juniperus oxycedrus, Evonymus verrucosa, Geranium sanguineum, Euphorbia cyparissias, 

11 EU Directive 92/43/ЕЕС (Annex I): 9280 Quercus frainetto woods (Italian oak forests) 

159



Asparugus acutifolius, Hieracium pilosella, Digitalis lanata, Lathyrus venetus, Festuca 

heterophylla, Melica uniflora, Symphytum tuberosum, Anemone apenina, Primula acaulis, 

Aremonia agrimonoides, Viola alba, Cyclamen neapolitanum, Veronica chamaedrys, etc. 

Forests are in most of their area dominated by Italian oak, while Turkey oak is less 

abundant. The latter prevails on the hill Cartojca, in the valley of the river Sateska, between 

the villages Arbinovo and Izdeglavje. 

The fauna in Italian and Turkey oak forests is very similar with the one in Downy oak and 

Hop hornbeam forests. The most important difference is connected with the extent of 

degradation of forest habitats - Downy oak and Hop hornbeam forests are much more 

degraded and occupy much smaller areas. Ornithofauna is represented by high number of 

species, the following being more specific: Dendrocopos major, Dendrocopos medius, Picus 

viridis, Columba palumbus, etc. Forests within and by the corridor offer nesting opportunities 

for some of the most important species, which were not recorded during field observations, 

but still included in the analysis in order to apply the precaution principle. Among them, the 

following are the most important: Aquila pomarina and Ficedula semitorquata. The most 

important representatives of mammals are the following species: Vulpes vulpes, Canis 

lupus, Ursus arctos, Meles meles, Martes foina, Mustela nivalis, Mustela putorius, Lepus 

europaeus, Apodemus flavicollis, Apodemus sylvicollis, Glis glis. Herpetofauna is 

represented by relatively high number of species: Rana dalmatina, Bufo bufo, Bufo viridis, 

Coluber jugularis, Anguis fragilis, Podarcis muralis, Podarcis erhardii rivetti, Lacerta viridis, 

Ablepharus kitaibeli, Testudo graeca, Testudo hermanni. From among insects, the following 

species are the most important: Myas chalybaeus, Carabus intricatus, Carabus violaceus, 

Carabus convexus, Molops rufipes, Harpalus serripes, Harpalus dimidiatus, Amara eurynota, 

Amara aenea, Calathus fuscipes, Calathus melanocephalus. 

This forest community spreads only on the Balkan Peninsula, and in Macedonia it is climate 

zonal community in the warm continental area. It is found in all valleys in our country, usually 

above 600 m a.s.l. Considering that it is mentioned in Annex I of the EU Habitat and wild 

species Directive, this forest habitat enjoys the status of conservation in Europe, although it 

is widely distributed in Macedonia. 

In the frames of the investigated corridor, it is a dominant forest community covering the 

largest areas of all forest habitats (please, see the Map of habitats, Appendix 6 and 7). 

3.11.4.3 Chestnut forests (Castaneo-Quercetum macedonicum) 12 

Chestnut forests belong to the biome of South European predominantly deciduous forests. In 

Macedonia, they are found in Italian and Turkey oak, and even in Downy oak and Hop 

hornbeam belts. All chestnut forests in Macedonia belong to association Castaneo- 

Quercetum macedonicum (Nik. 1951) Wen. 1965 (syn: Castanetum sativae-macedonicum 

Nik. 1951) of the alliance Castaneo-Quercion Soõ (1962) 1964. Most often they grow on 

heavy clayey soils, and they are very diverse by their floristic composition. Chestnut forests 

in Macedonia are not extremely acidophilic, and they are relatively thermophilic. 

Besides chestnut (Castanea sativa), fragmented chestnut forests also include significant 

number of woody plants from the adjacent Italian and Turkey oak woods (Quercus frainetto, 

Q. pubescens, Q. cerris). Most of the chestnut forests within the observed corridor are 

modified under the influence of man. Chestnut forests have been limited to minor woods or 

12 EU Directive 92/43/ЕЕС (Annex I): 9260 Castanea sativa woods (chestnut forests) 

160



boundaries of numerous small meadows. Therefore, we can also find other fruit trees there, 

such as Prunus cerasus, P. cerasifera, P. spinosa, Juglans regia, Pyrus pyraster. 

In the storey of shrubs, the following species were found: Coronilla emerus ssp. emeroides, 

Lonicera caprifolium, Cytisus nigricans, Hedera helix. The storey of grass plants 

accommodates the following species: Tammus communis, Helleborus odorus, Ranunculus 

ficaria, Viola odorata, Cyclamen hederifolium. 

Chestnut forests in Macedonia are under threat of degradation and extinction due to the 

widely spread viral diseases and cutting of high quality wood. They are important at 

European level, too. 

The fauna of vertebrates is very similar to the one of Downy oak and Hop hornbeam and 

Italian and Turkey oak woods, but the number of dead trunks along the stretch from the 

village Radozda to the border makes us expect that there is high number of specific bird 

species (Picus canus, Strix aluco,Certhia bachydactyla, etc.) 

The only chestnut forests within the investigated corridor, in a form of fragments, are found 

between the village Radozda and Macedonian-Albanian border at an altitude of 750 to 850 

m (please, see the Map of habitats, Appendix 6 and 7). 

3.11.4.4 Sessile oak forests (Orno-Quercetum petraeae) 13 

Sessile oak forests belong to the cold continental area where climate zonal community 

exists. They are included in the zoo-biome of South European predominantly deciduous 

forests. 

The main plant community is Orno-Quercetum petraeae Em 1968. It grows on shady and 

rather humid slopes. In deep river valleys, it may go down to 600 m a.s.l., and in sunny 

slopes it climbs up to 1300 m a.s.l. There are optimum conditions for the growth of this 

community in the altitudinal belt between 900 and 1100 m a.s.l. Soils are skeletal, acid, they 

grow on siliceous substrate, and the most frequent soil type are the brown forest soils 

(cambisols). 

Floristic composition of these forests is poorer compared to Italian and Turkey oak and 

Downy oak and Hop hornbeam woods. Sessile oak (Quercus petraea) is edificator. Although 

not mentioned in the professional literature, frequently found species of this community in 

the corridor of interest is the oak Quercus dalechampii which is also known among people 

under the name “gorun”. Other tree species also grow in the storey of trees, such as: 

Fraxinus ornus, Sorbus torminalis, Acer hyrcanum, Acer tataricum and Tilia tomentosa. 

Grass storey is represented by Luzula forsteri, Trifolium balcanicum, Lathyrus venetus, 

Festuca heterophylla, Cynanchum speciosum, etc. 

This forest community spreads in western parts of the Balkan Peninsula. In Macedonia, it is 

spread throughout the national territory. 

Within the investigated corridor, Sessile oak forests occupy the highest slopes, while in river 

valleys they go lower as well. Sessile oak forests have been recorded in dales south of the 

village Pesocani and on a part of the hill Cartoica between villages Arbinovo and Izdeglavje. 

They are most widely spread between the villages Judovo and Slivovo, but the line passes 

13 EU Directive 92/43/ЕЕС (Annex I) does not cover these forests as habitats with conservation 

priority 

161



through this part through a long tunnel, and therefore Sessile oak forests are not mapped 

(please, see the Map of habitats, Appendix 6 and 7). 

3.11.5 Azonal forests 

Azonal forests in the investigated corridor grow along the courses of rivers, streams and 

canals. 

3.11.5.1 Alder belts and woodlots (Carici elongatae-Alnetum glutinosae) 14 

Alder belts grow along rivers and streams. The alder (Alnus glutinosa) is edificatory in these 

belts. Besides alder, other woody and shrub species are also found here, such as: Carpinus 

betulus, Salix amplexicaulis, Rubus discolor, Juglans regia, Clematis vitalba, Humulus 

lupulus, Sambucus nigra, etc. In the storey of grass plants, we find Caltha palustris, 

Ranunculus ficaria, Lamium purpureum, L. Maculatum and other species. 

Alder belts and woodlots of the investigated corridor belong to the alliance of Alnion 

glutinosae (Malcuit 1929) Meijer Drees 1936. There are several representative communities 

of this alliance in Macedonia, in its western parts, including: Geo coccinei-Alnetum Em 1964, 

Fraxino-Alnetum glutinosae Lj. Micevski & J. Matveeva 1978 and Carici elongatae-Alnetum 

glutinosae. The former community is found on higher altitudes. The latter community has 

been described from the gorge of the river Treska between Makedonski Brod and Matka. 

Alder communities in the region of Debrca belong to the third community, i.e. Carici 

elongatae-Alnetum glutinosae. 

Ornithofauna is represented by several species, the most specific among them being: 

Motacilla cinerea, Cinclus cinclus, Dendrocopos major, Parus palustris, Picus viridis, etc. 

High number of species are absent because of the degraded status of these belts. 

Herpetofauna is very rich (almost all amphibian species are found along small rivers or 

flooded areas covering these forests, as well as high number of reptiles, including grass 

snake Natrix natrix and Aesculapian Snake (Elaphe longissima). Fauna of mammals is not 

well studied, but the following species have been confirmed along rivers: otter Lutra lutra, 

water shrew Neomys sp, wildcats Felis silvestris, etc. 

Alder woodlots in Macedonia are very rare. They have been destroyed on most of their 

former habitats, together with marshes drainage after the Second World War. The only well 

preserved stand is found in Belciste marsh, near by the corridor of interest, but it is also of 

significance that some of the rather well preserved stands are found within the subject 

corridor itself. 

These forests have had similar destiny in the whole of Europe and therefore they have not 

only been listed in Annex I of the Habitats and wild species Directive, but they have high 

conservation priority (*). This means that every EU Member State has to designate protected 

area within the spread of these habitats (Natura 2000 area) for the purpose of their efficient 

conservation. 

In the frames of investigated corridor, alder belts have been observed over most of the 

course of the river Sateska, along the rivers Brzdanska, Judovska and Vilipica (village 

Slivovo), as well s along other watercourses and canals in ravine areas (villages Botun, 

14 EU Directive 92/43/ЕЕС (Annex I): 91E0 * Alluvial forests with Alnus glutinosa and Fraxinus excelsior 

(Alno-Padion, Alnion incanae, Salicion albae) (alluvial alder and willow forests and minor forests) 

162



Volino). Alder woodlots or their remains have been observed in the vicinity of the villages 

Arbinovo and Botun (please, see the Map of habitats, Appendix 6 and 7). 

3.11.5.2 Willow belts (Salicetum albае-fragilis) 15 

Willow belts are far less abundant in the frames of the investigated corridor than alder belts. 

They spread along rivers, i.e. on places flooded during spring, while during summer water 

drains deeper in soil layers, but it is still in root zone. The soil is sandy and sludgy, porous 

and rich in mineral matters. 

Community of willow belts belongs to the alliance Salicion albae Soô (1930) 1940 and 

association Salicetum albo-fragilis Issler 26 em. Soô 57. 

The storey of trees is dominated by white willow (Salix alba), and the following species have 

been observed along it: Salix fragilis, Populus alba, Salix amplexicaulis, Alnus glutinosa. In 

the storey of grass plants the following species occur: Arum italicum, Lamium purpureum, L. 

maculatum, Lycopus europaeus, Solanum dulcamara, Eupatorium cannabinum. 

Fauna is very similar with the one in alder belts; from among birds, the presence of 

penduline tit Remiz pendulinus is specific. 

Specific representatives of invertebrates include the following species: Arion subfuscus, 

Helix lucorum, Balea serbica (snails) and Pterostichus niger, Anchomenus dorsalis, Platynus 

assimilis, Nebria brevicollis, Bembidion decorum (ground beetles - Carabidae). 

Willow belts are threatened in Europe due to canalization of rivers (Annex I of Habitat 

Directive). The situation in our country is similar. 

Short willow belts have been recorded within the investigated corridor along the river 

Sateska, and the best developed ones grow northwest of the village Izdeglavje, at the site 

Staro Selo. Riparian belts near the motel Pocinka (village Arbinovo) are characterized by 

abundant presence of white poplar (please, see the Map of habitats, Appendix 6 and 7). 

3.11.5.3 Remains of marsh oak forests (Quercus robur) 16 

Forests of the alliance Quercion robori-petraeae Br.-Bl. 1932 (or Alno-Quercion roboris Ht 

1937) grow on deep clayey soils flooded during spring due to the rise in the level of 

groundwater, and less often due to overflow of river waters. 

These woodlots are very rare and cover very small areas in Macedonia. 

Along the course of the river Sateska, by the village Moroista, we noted remains of the 

community Quercetum pedunculiflorae macedonicum Em. Several preserved trunks (15) 

of Quercus robur have gigantic dimensions (the fattest tree has a rim of 6.7 m) and grow in 

the yard of the church St.Bogorodica and cover an area of 0.8 ha. 

This is the only stand of its kind in Macedonia, and therefore it has been proposed for 

protection as “monument of nature” under the Spatial Plan of the Republic of Macedonia 

15 EU Directive 92/43/ЕЕС (Annex I): 91E0 * Alluvial forests with Alnus glutinosa and Fraxinus 

excelsior (Alno-Padion, Alnion incanae, Salicion albae) (alluvial alder and willow forests and minor 

forests) 

16 EU Directive 92/43/ЕЕС (Annex I): 9190 Old acidophilous oak woods with Quercus robur on sandy 

plains 

163



(2000-2020). This site is beyond the investigated corridor. In Macedonia, this community is 

potentially distributed in Pelagonia, Polog, Kicevo Valley and Vardar Valley, too. 

Remains of these woodlots within the investigated corridor can probably be found along the 

canals in Strusko Pole (fields), but due to their extremely fragmented status and full 

degradation, they do not compose individual habitat and thus they are not presented on the 

Map of habitats in Appendix 6 and 7). 

Figure 48 Truffle oak (Quercus robur) in the village Moroista 

164



3.11.6 Open areas - pastures 

Hilly pastures are poorly represented in the investigated corridor. These are secondary 

habitats existing on areas on which forest ecosystems grow primarily, at altitude of up to 

1200 m. Therefore, within the habitat of hilly pastures, we may find various succession 

stages, from open pastures to strongly degraded woods (Downy oak and Hop hornbeam and 

Italian and Turkey oak woods). These habitats are characterized with great daily and 

seasonal amplitudes of air and soil temperatures and lower humidity (especially stressed 

during summer period). These ecological conditions are the reason for the specific spectrum 

of life forms, i.e. bigger abundance of thermophitic plants. 

In the frames of the area of interest, most of the grass areas are in fact abandoned fields 

and meadows, which still lack typical characteristics of hilly pastures. Therefore, as well as 

for the fact that the period of elaboration of this Study did not allow field investigations (early 

spring), it was not possible to determine more precisely the affiliation of these grass areas. 

(please, see the Map of habitats, Appendix 6 and 7). 

Fauna of these habitats abounds of specific species, so that the most specific reptiles 

include Coluber caspius, Ablefarus kitaibelli, Vipera ammodytes, Podarcis taurica, P. erhardii 

rivetti, birds are represented by Anthus campestris, Lanius collurio, Lanuus minor, Lanius 

senator,Carduelis cannabina, etc. 

Hilly pastures, especially on calcareous ground, are habitats of priority for conservation 

under the European legislation. 

3.11.7 Rocky areas 

The investigated corridor comprises small areas of rocks and rocky grounds, which by their 

geological composition and vegetation may be calcareous or siliceous. 

Rocky habitats are characterized with very low biological production and extreme climate 

and soil conditions. Temperature oscillations are great during day and year. These habitats 

are characterized with low humidity because of the low water retention capacity of 

indigenous substrate and poorly developed soils. Such ecological conditions induce the 

occurrence of specialized plant species (chasmophytes) and animals. Vegetation cover is 

poorly developed, and so the physiognomy of the habitat is determined by the composition 

and the structure of rocks. Yet, the presence of rare and endemic plant species is an 

important feature of these habitats. 

3.11.7.1 Calcareous rocks and rocky grounds 17 

Specific flora and vegetation grow on calcareous rocks and rocky grounds. Literature 

contains limited data on the composition of the flora and plant communities growing within 

the investigated corridor. 

Chasmophytes grow in the cracks of the rocks. During the field investigations, the following 

plant species were recorded: Sedum acre, С. album, Centaurea spp., Ceterach officinarum, 

Asplenium trichomanes, etc. This data is not sufficient to determine the synthaxonomic 

affiliation of these habitats. 

The best habitats on calcareous rocks have been recorded along the shore of Ohrid Lake, 

between the settlements Elen Kamen and Radozda (please, see the Map of habitats, 

Appendix 6 and 7). Given the small areas covered by these habitats in the investigated 

17 EU Directive 92/43/ЕЕС (Annex I): 8210 Calcareous rocky slopes with chasmophytic vegetation 

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corridor, they are not sites of conservation interest, although listed in Annex I of EU Directive 

on habitats and wild species under the code 8210. 

As a result of small areas they occupy, these habitats do not host any significant fauna 

species, i.e. only opportune and widely distributed representatives are present (Buteo rufinus 

was recorded away from the corridor). 

However, presence of some bat species is possible along small cracks and canals of the 

massif, and these are priority group for conservation. 

Figure 49 Calcareous rocks near the village Radozda 

3.11.7.2 Siliceous rocks 18 

Siliceous rocks are not specific habitat in the investigated corridor, because they occupy 

small areas and are scattered mostly over forest habitats. Therefore, flora composition of 

siliceous rocks is similar with the composition of the surrounding habitats, but with 

prevalence of certain species, namely: Polypodium vulgare, Asplenium trichomanes, 

Asplenium septentrionale, 

Despite their low number of representation, they offer potentially conditions for nesting of 

certain bird species (there are records of nesting of ravens Corvus corax on most of the 

sites, which is a precondition for the settlement of several species of kestrel (Falco 

tinnunculus, F. beregrinus, F. biarmcus), and Bubo bubo. 

18 EU Directive 92/43/ЕЕС (Annex I): 8220 Siliceous rocky slopes with chasmophytic vegetation 

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Small areas with habitats on siliceous rocks were recorded on the left side of the river 

Sateska, near the village Pesocani and in the gorge of the river Sateska between the 

villages Arbinovo and Izdeglavje (please, see the Map of habitats, Appendix 6 and 7). Given 

the small areas covered by these habitats in the investigated corridor, they are not sites of 

conservation interest, although listed in Annex I of EU Directive on habitats and wild species 

under the code 8220. 

3.11.8 Wetlands 

The territory of intended railway line route passes through moderate continental climate 

zone, situated between the mountains Ilinska, Karaorman and Jablanica. The designed 

railway line route is characterized with hilly relief in the region of Kicevo to the village 

Meseiste and plane marshy in the region of the village Meseiste to the village Kalista, at an 

altitude of 700-900 m. Mountains are characterized with exceptionally steep slopes 

separated in between with small and medium rivers. 

There are seven rivers within the corridor of the route, the following of which are bigger: 

Treska, Sateska and Crn Drim, while rivers Vilipica, Judovska, Brzdanska and Bukov Dol are 

more prominent in the group of smaller ones. Besides, the corridor hosts significant number 

of springs, nameless streams, drainage canals (artificial water bodies), the canal of the river 

Sateska (modified water body), as well as non-permanent water bodies, such as flooded 

areas (during spring upon rivers overflow), swamps, marshes (remains of Struga marsh) and 

pit bogs. Non-permanent water bodies occur mainly during spring upon snow smelting and 

remain by the end of the spring or early summer (depending on the volumes of rain). Small 

areas of Struga marsh sustain throughout the year, but due to constant drainage, these 

areas are very small and fragmented. 

It is interesting to point out that the aquatic ecosystems in the corridor of the railway line 

belong to two watersheds, namely Adriatic (Crn Drim river watershed) and Aegean (Treska 

river watershed). 

3.11.8.1 Ohrid Lake 

Proximity of Ohrid Lake, which apart from the watershed of the river Sateska (which enters 

into Ohrid lake through a canal) enters within the corridor in the final part of the route (near 

the village Radozda) is of particular importance for the designed route. Ohrid Lake is the 

oldest, continuously existing lake in Europe and one of the most important aquatic 

ecosystems in terms of diversity (endemism, relictness, species diversity) on global level 

(Cvijic, 1905, 1911). Most scientists agree with the time frame of 2-5 million years age of the 

Lake (Stankovic 1960). Some authors maintain that the southern basin of the Lake occurred 

during Miocene (Ivanovski and Strackov, 1974; Spirkovski et al. 2001). According to the data 

of Albrecht & Willke (2008), Ohrid Lake has the highest index of endemic diversity on global 

level (even higher than the Baikal Lake, Tanganyika, Malawi, Titicaca, Biwa, Aoki), by which 

it is recognized as the most important lake not only in Europe, but also in the world. Ohrid 

lake is part of the group of lakes marked as Desaret lakes, composed of Ohrid, Prespa 

(Large and Minor) and Maliq (Albania). 

Ohrid Lake is located in the tectonic depression between the mountains Jablanica and 

Galicica. It is the deepest lake on the Balkans with the maximum depth of 288 m and 

average depth of 155 m. The water surface of the Lake amounts 358 km 2 and the estimates 

are that it contains 55.4 km³ of water. The Lake’s maximum length is 30.4 km and maximum 

width is 14.8 km. The length of the shoreline is 87.53 km. 

The bottom of Ohrid Lake in the shore region is mainly rocky with presence of relatively 

coarse stones, while in the bays, usually up to 1 m depth, there are sand deposits. Mixture of 

organic sediment and sand is found much less frequently, which is more frequent in the 

167



region of the villages Kalista and Radozda. At a depth of 5 m, there is mainly sandy bottom 

where dense populations of diverse species of Chara grow. The belt of Chara spreads 

mainly to a depth of 10-15 m. Fine sediment (clayey) occurs at bigger depths with poor 

presence of organic matters. Diversity of substrates enables the growth of high number of 

microbial algae species (Diatomea) which at certain sites reaches as many as more than 

200 confirmed Diatomeas. 

Figure 50 Sandbars on the river Sateska near the village Volino 

With regard to macrophytes, Ohrid Lake is rich in species. The most abundant and frequent 

species in the Lake include different species of Potamogeton (P. perfoliatus, P. crispus, P. 

pectinatus, P. acutifolius) and Ceratophyllum demersum, while at a depth of 5-15 m, a belt of 

Chara occurs composed of several species (C. ceratophylla, C. ohridana, C. globularis). The 

biggest belt of claspingleaf pondweed Potamogeton perfoliatus with a total area of 684.029 

ha (Talevska 2009) is found in the region of the village Radozda. Reed stands (Phragmites 

australis) occur in the shore region spreading to a depth of 2 m on rocky ground, but there is 

also Cladophora on wooden poles grown over with epiphytes. 

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Figure 51 Reed belt on Ohrid Lake shore, between the settlement Elen Kamen and the village 

Radozda 

3.11.8.2 Rivers and streams 

River Treska in Kicevo valley, also known under the name Golema Reka (Big River), is third 

in length tributary of the river Vardar. It originates from karstic aquifer, occurring on the 

southern branch of the mountain Bistra, below the peak Kiska in the village Izvor in Kopacka 

at 740 m above sea level, and it enters the river Vardar in Skopje Valley near the village 

Saraj, at an altitude of 260 m. The total length of the course is 138 km, with a gradient of 480 

m and watershed area of 2.068 km 2 or 8.04% of the territory of the Republic of Macedonia 

(Gasevski 1978). 

In its evolution, Treska built Kicevo (14.0 km), Brod (17.5 km) and Golema (66.2 km) valleys, 

and it cuts Kicevo valley, alluvial river expansion of Brod, Porece area and small portion of 

Skopje Valley. Research carried out so far confirmed that Treska had pirate valley, 

composed of two rivers: one entering Skopje Lake – Lower Treska and the other one 

entering Porece Lake – Upper Treska. The one entering Porece Lake flew out through 

Barbaras and Usi in Pelagonia. Upon the Skopje Lake runoff, the lower erosive base 

lowered down in Skopje Valley, the vertical erosion increased, causing backward 

replacement of the aquifer of Lower Treska and its infiltration in the basin of Porece. Thus, it 

drained the water from Porece basin and carried out piracy in the upper course or Upper 

Treska building a unique valley. 

In the corridor of the route, Treska River is characterized with rapid water flow and rocky 

bottom. At certain points, there are riparian weak sand deposits, while organic sediments are 

almost completely absent. Riparian region is inhabited by woody species (alder, willow, 

poplar) resulting in significant shade. Open areas occur less frequently resulting mainly from 

tree cutting on the river banks. Rocky ground and tree bark immersed into the water are 

grown over with aquatic mosses (Fontinalis antipyretica). No other macrophitic species have 

been recorded during the investigation period. 

River Sateska is the largest river in the watershed area of Ohrid Lake. Its watershed area 

covers around 411. 5 km 2 . Around 39.36 % of the total surface watershed area belongs to 

Ohrid Lake. Aquifer region of the river is located in the mountainous region, while its middle 

169



and lower course are in the plane region. Sateska river is characterized with great erosive 

potential and carries significant amounts of undissolved mineral matters. In its middle and 

lower course, the river runs through agricultural areas, being additionally loaded with organic 

(dissolved and undissolved) matters. Several villages are located along the river with 

unsettled communal problems. Wastewaters contribute further to the river pollution. It is 

maintained that in the past (up to 18 th century), the river entered Ohrid lake directly, and 

later, due to human activities, it changed its natural bed near the village Volino and entered 

the river Crn Drim. In 1961, the riverbed of Sateska was diverted towards Ohrid Lake 

(Sibinovic 1987). The flow of the water in the river is largely variable and dependent on 

climate conditions (quantity of water sediments). It is characterized with two peaks: in spring 

(March-April) as a result of snow melting and in November and December (more intensive 

rain and snow falls). The annual flow of the river is around 129 million m 3 . 

The corridor of the railway line incorporates the middle and the lower course of the river 

Sateska. In the region of the village Pesocan down to the village Meseiste, the river is 

characterized with rapid flow. The bottom of the river is mainly rocky, but with notable sand 

deposits at places with weaker flow. Organic sediment is found rarely. In spring, the water is 

highly turbid due to significant presence of inorganic matter. 

Figure 52 Sandy bank on the river Sateska near the village Pesocan 

Macrophyte vegetation in this region is represented mainly by small populations of aquatic 

mosses (Fontinalis antipyretica and Rhynchostegium riparioides) fixed onto the rocky 

ground. From among macrophyte algae, we find mostly Hydrurus foetidus, while in summer 

months, Cladophora sp. is dominant. During spring period, coarser stones, as well as 

branches immersed in water are grown over with epilytic communities in outstanding brown 

colour, dominated mainly by siliceous algae (Diatomea). 

In its lower course (after the village Meseiste down to the entry into Crn Drim, i.e. Ohrid 

Lake), the river Sateska is characterized with a slower flow and small meanders. It is 

170



important to note that during field investigations, due to the high water level of the river 

Sateska and high water level of the Lake of Ohrid in particular, part of the water from the 

Sateska river was redirected to its natural riverbed (i.e. to the entry into Crn Drim river), while 

the rest was flowing through the canal towards Ohrid Lake. Because of its high water level, 

the river flooded the surrounding areas under alder, poplar and willow, thus forming marshy 

biotopes (with prevailing woody vegetation). The bottom of these marshy biotopes is sludgy 

with rich organic detritus. The bottom of the river itself (in its natural riverbed) is rocky, with 

notable sand deposits at certain places. Apart from that, exceptionally great impact of solid 

municipal waste disposed of in the vicinity and in the very riverbed is notable. In such 

conditions, the water is highly turbid with visible matters of organic and inorganic origin. 

Typical aquatic vegetation has not been detected. The canal of Sateska river (modified water 

body) is built of big size stone blocks and the flow is regulated. Under such conditions, the 

growth of aquatic vegetation is impossible. Due to the strong variation in the water flow in the 

canal, growth of stable epilytic vegetation is not possible. The most frequent substrate in 

such conditions includes fallen branches or grass plants (terrestrial) immersed in the water 

for longer than two weeks. 

River Crn Drim flows out of Ohrid Lake at an altitude of 695 m and its length is around 56 

km. The middle course of the river at the outflow from the Lake of Ohrid is 22.24 m 3 /sec. The 

river retains its natural characteristics only at less than half of its course, i.e. from the exit 

from Struga to the village Tasmarunista. There are two large accumulations (Globocica and 

Spilje) for electricity production. In the region of the city of Struga, the river is canalized and 

with rapid flow, and after the exit from the city, the riverbed is natural. The bottom of the river 

is rocky in its central part, while the bank segments are covered with sand deposits. Apart 

from this, the region close to the banks is characterized by the presence of great quantities 

of solid municipal waste, as well as numerous immersed branches. 

Macrophyte vegetation during spring is less common, while bigger presence of macrophytes 

occurs during summer and early autumn, when vegetation is represented by Potamogeton 

perfoliatus, P. crispus, P. pectinatus, P. acutifolius, Myriophyllum spicatum and Zannichellia 

palustris (Talevska 2010). There are much smaller populations of reed - Phragmites australis 

and broadleaf and narrowleaf cattail - Typha latifolia and Typha angustifolia (Talevski et al. 

2010). During the year, significant populations of Cladophora occur as well, with more 

intense domination in the course of summer. 

Smaller rivers in the corridor are Vilipica, Judovska, Brzdanska and Bukov Dol. During 

spring, due to snow melting, these rivers are characterized with rapid flow and full-watered. 

During summer, the quantity of water is drastically reduced also due to the possibility for 

their use for irrigation. The bank of the rivers is usually planted with woody species, which 

causes intense shading. Under such circumstances, one could expect lower species 

diversity of algae. Dominant macrophyte in this rivers is the aquatic moss (Fontinalis 

antipyretica). The bank of the river Bukov Dol, as a result of human impact (wood cutting) is 

open and unshaded. Signs of anthropogenic impacts are also related to the presence of 

solid municipal waste and demolishing waste on the very bank, as well as in the river itself. 

Owing to the rapid flow, the bottom of the river is rocky, without visible deposits of sand and 

sediment. Stones are grown over with rich epilytic sediments. Significant populations of bluegreen 

algae (primarily Phormidium spp) have been found in the epilithon. 

3.11.8.3 Springs and wells 

In the artificially formed small puddle from the spring above the village Radozda, the 

following species of vascular plants grow: Callitriche stagnalis, Veronica beccabunga, 

Ranunculus repens, Mentha sp. and Equisetum telmateja. 

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Beyond the investigated corridor, there are many karstic springs: springs in the foothill of the 

hill Gaber (Sini Viroj near the village Belcista and springs near the village Novo Selo), as well 

as the springs in the village Izdeglavje. 

3.11.8.4 Swamps and marshes 19 

Along running waters, the corridor of the railway line includes swamps, marshes and artificial 

water bodies (irrigation and drainage canals). Swamps are found mainly along the course of 

the river Sateska (before the village Moroiste) and they are mostly non-permanent. They are 

distrophic-eutrophic with rich deposits of organic sediment, low content of dissolved oxygen 

and high content of nutrients. The main substrates for algae growth are the numerous 

branches fallen into the water. In spring, these substrates are grown over with big 

populations of siliceous algae. In addition to these, though with low abundance and often 

free, green algae (Spyrogira spp) occur as well. Also, small areas under mountainous pit 

bogs have been found near the river Vilipica, which are probably humid only during summer. 

They are rich in organic sediment which is excellent substrate for the growth of rich 

Diatomea flora. The prevailing component, mosses, is represented by several species. 

Remains of Struga marsh are also found near the railway line. This marsh, as a result from 

the constant drainage, has been strongly degraded and transformed into cultivable land. 

Small stands of reed are present close to Ohrid Lake, while the rest is represented with the 

communities of Caricetum elatae and Cyperetum longi. In segments with weaker flow, there 

is a growth of green algae (mostly Spyrogira spp.). Prevailing substrates for the growth of 

Diatomea are organic sediments and macrophytes. The following marshy communities are 

found in the fields of Struga: Scirpo-Phragmitetum, Cyperetum longi, Caricetum elatae W. 

Koch 1926 lysimachietosum Mic., Sparganio-Glycerietum fluitantis Br.-Bl. All marshy 

habitats of the railway line corridor belong to a type listed in Annex I of EU Directive on 

Habitats and wild species under the code 7230. This habitat type includes communities of 

the alliances Phragmition and Magnocaricion elatae. 

19 EU Directive 92/43/ЕЕС (Annex I): 7230 Alcalin fens 

172



Figure 53 Humid meadows and marshy habitats in the remains of Struga marsh near the village 

Radolista 

The fauna in this area is not very specialized in relation to individual plant communities. 

Historically, the area used to be very important nesting, resting and overwinter stay of high 

number of bird species, out of which only few individuals can be found today, mostly 

occasionally (disoriented or at migration) or in low number for overwinter stay. This includes 

several species of heron and ibis (Ardea cinerea, A. purpurea, Egretta gazetta, Casmerodius 

albus, Nycticorax nycticorax, Platalea leucorodia, Plegadis falcinelus), but Ardeolla ralloides 

and Ixobrichus mnutus, as well as Circus aeruginosus from among birds of pray make nests 

in the area. Flooding and humid conditions enable the presence of several species of snipes 

(Gallinago gallinago, Tringa ochropus, Tringa glareola, Tringa totanus, Philomachus pugnax 

etc.), storks Ciconia ciconia and Black-headed wagtail Motacilla flava feldegg. The most 

specific species from among mammals is the otter Lutra lutra. Almost all amphibian species 

found in Macedonia can be found here. 

3.11.8.5 Reeds (Scirpeto-Phragmitetum W. Koch) 

Physiognomy of the habitat is determined by the reed (Phragmites australis). Reed stands in 

the corridor are not thick, which is common for this habitat. Besides reed, the following 

species are also found in the community: Typha spp., Scirpus lacustris, Mentha "aquatica", 

Iris pseudacorus, Alisma plantago-aquatica etc. The habitat develops on permanently or 

occasionally humid soils, and at Elen Kamen-Radozda in the very water of Ohrid Lake. 

Small areas under reed were identified in the investigated corridor. The most important ones 

are found between villages Volino and Moroista and along the shore of Ohrid Lake between 

the settlement Elen Kamen and the village Radozda. 

Reeds along Ohrid Lake shore build very narrow belt where vegetation has poor coverage. 

In this regard, this habitat has limited significance for biological diversity and probably is not 

an area where many birds nest. 

173



Reeds in Struga Fields between villages Volino and Moroista occupy large areas and have 

certain importance for many animal species (see the Map of habitats, Appendix 6 and 7). 

3.11.8.6 Caricetum elatae W. Koch lysimachietosum Mic. 

Community belongs to the alliance Magnocaricion elatae (W. Koch) Br.-Bl, which used to 

spread along valleys in the past, but due to specific climate conditions, it sustained only in 

Ohrid Valley. 

The community grows in depressions which are constantly flooded or have high ground 

waters. At certain places, water is retained throughout the year. In parts which are somewhat 

higher, water can withdraw during summer, but the soil retains its humidity. Soils are rich in 

organic matter with weakly acid pH (~6). 

Specific species of this community is Carex elata. It grows in a form of columns with a height 

of 30-60 cm. From among other species, we can find Scutellaria galericulata, Senecio 

paludosus, Galium palustre, Lysimachia vulgaris f. glanduloso-villosa, Lythrum salicaria, 

Rumex hydrolapatthum, Iris pseudacorus, Polygonum amphibium, Roripa amphibia, Scirpus 

lacuster, Sium latifolium, Alisma plantago-aquatica, Typha latifolia, Stachys palustris etc. 

Association Caricetum elatae has Euro-Siberian distribution. In Macedonia, it is known only 

in Ohrid Valley, where it is represented as specific sub-association lysimachietosum. 

In the frames of the investigated corridor, it is found in the remains of the former Struga 

marsh, between Struga and villages Kalista and Radolista, and used to grow north of Struga 

as well, along the river Crn Drim (please, see the Map of habitats, Appendix 6 and 7, under 

wetlands-marshes). 

3.11.8.7 Cyperetum longi Mic. 

This community also belongs to the alliance Magnocaricion elatae (W. Koch) Br.-Bl. It 

probably developed upon the withdrawal of the community Caricetum elatae in the 

Postglacial period. Typical sub association grows in Struga Marsh, compared to Skopje 

Valley where subass. caricetosum acutiformis Mic. is found. 

Physiognomy of the community is given by Cyperus longus., and the height of stands ranges 

between 150 and 200 cm. 

The association Cyperetum longi grows on areas which during spring and winter months are 

under water, while in summer months, after mowing, the soil dries out and cracks. pH of the 

soil is poorly alkaline to very poorly alkaline. 

This community has low economic significance, as does the community Caricetum elatae. It 

is mowed twice in a year, but the hay is of low quality and used for stables laying. Better hay 

is produced by crops with Trifolium fragiferum and Agrostis alba. 

Specific species of this association are: Cyperus longus, Pulicaria dysentherica and 

Veronica scutellata. Specific species of the alliance are: Galium palustre, Lysimachia 

nummularia, Carex acutiformis, Leucojum aestivum, Carex riparia and Lycopus europaeus. 

In Macedonia, it is also found in remains of Skopje area marshes (Aracinovo-Hipodrom- 

Petrovec-Katlanovo), as well as in Ohrid and Struga marshes. 

In the frames of the investigated corridor, it is found in the remains of the former Struga 

Marsh, between Struga and villages Kalista and Radolista and north of Struga, along the left 

bank of the river Crn Drim (please, see the Map of habitats, Appendix 6 and 7, under 

wetlands-marshes). 

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3.11.8.8 Sparganio-Glycerietum fluitantis Br.-Bl. 1925 

This community belongs to the alliance Glycerieto-Sparganion Br.-Bl. et Siss. It grows along 

canals with slowly running water, and forms marsh meadow stands spreading over large 

areas. The soil is constantly humid due to the high groundwater level. 

From flora point of view, this community is scarce in species. The most abundant is Glyceria 

fluitantis which is also characterized by high coverage. Sparganium neglectum and S. 

Polyedrum grow massively. From among species characteristic for the alliance, we also find 

Myosotis caespitosa and Veronica anagalis-aquatica. 

In Struga Marsh, this association is represented by sub-association Sparganio-Glycerietum 

fluitantis heleocharetosum Mic. This sub-association is distributed in the areas of Bitola and 

Struga. Differential species of this sub-association are Heleocharis palustris, Galium 

palustre, Oenanthe fistulosa, Ranunculus ophioglossifolius and Veronica scutellata. In the 

vicinity of the village Kalista, a patch of Potamogeton pusillus grows, usually found in small 

depressions covered by surface water with a depth of 40 cm. These spots are dominated by 

Potamogeton pusillus, and some other species of aquatic plants are found as well, such as: 

Nymphaea alba and Utricularia neglecta. The association Sparganio-Glycerietum fluitantis is 

probably widely distributed in Macedonia. It has been known in the areas of Skopje, Bitola 

and Struga. In the frames of the investigated corridor, it is found in the remains of the former 

Struga Marsh, between Struga and villages Kalista and Radolista (please, see the Map of 

habitats, Appendix 6 and 7, under wetlands-marshes). The areal of this community has been 

significantly shortened because of the amelioration of the Struga Marsh, but there are still 

some vital segments. 

3.11.9 Anthropogenic habitats 

3.11.9.1 Woodlots and plantations- Black pine plantations 

Forest plantations within the investigated corridor are represented by plantations of black 

pine (Pinus nigra). The black pine plantations were erected in the past as bare land 

afforestation measure and erosion prevention measure. 

Apart from black pine, this plantations may also include white pine trunks (Pinus sylvestris). 

In the storey of shrubs and grass plants, species from the surrounding habitats can be found 

as well, such as: Quercus pubescens, Quercus cerris, Quercus frainetto, Rubus sanguineus, 

Carpinus orientalis, Ranunculus ficaria, Trifolium pratense, Crocus weldenii, Helleborus 

odorus. From among birds, the most significant species is the snake eagle Circaetus 

gallicus, which nests over these plantations. There are especially large plantations in the 

vicinity of the City of Kicevo at the beginning of the investigated corridor, as well as between 

villages Arbinovo and Izdeglavje. In the rest of the investigated corridor, especially between 

villages Slivovo and Klimestani, black pine plantations are represented by dispersed smaller 

stands (please, see the Map of habitats, Appendix 6 and 7). 

3.11.9.2 Meadows 20 

Most of the meadows in the investigated corridor are constantly less or more intensively 

managed (humid and moderately humid), while minor portion is under extensive 

20 EU Directive 92/43/ЕЕС (Annex I): does not include meadows from Macedonia as habitats with 

priority for conservation 

175



management or abandoned years ago. Meadows in the plane part are characterized with 

rather anthropogenized features, while those spreading over edge parts of forests or in the 

valleys are extensive. Depending on the intensity of mowing, meadows may have specific 

composition of plant and animal species (humid meadows in particular) or flora and fauna 

compositions may be dominated by species from the surrounding grass and wood habitats if 

less mowed or abandoned. 

Figure 54 Meadows and fields in the zone of Italian and Turkey oak forests before the border-crossing 

Kjafasan. 

Figure 55 Meadows and remains of chestnut forests in the zone of Italian and Turkey oak forests near 

the village Radozda 

176



In the corridor of interest, the meadowws belong to the so called ravine meadows (Micevski, 

1964), while in syntax terms they belong to the alliance Trifolion resupinati Mic. of the order 

Trifolio-Hordeetalia H-ić., or class Molinio-Arrhenatheretea Br.-Bl. et Tx. These are habitats 

of Heleno-Mesian type of riparian and humid meadows. They are characterized by 

domination of different species of clovers (Trifolium spp.) in their floral composition, 

compared to continental European meadows where different species of grass (Poaceae) 

prevail. 

Humid and moderately humid meadows in our environment are under threat related to their 

substitution with meadows with alfa-alfa which are more productive, but uni-type and with 

very low value in terms of biodiversity. Yet, they have not been listed as habitats with priority 

for conservation in Annex I of the EU Directive 92/43/ЕЕС for the sole fact that they have not 

been proposed for conservation so far by no party (the Annex is composed by EU Member 

States) However, similar habitats which phytocenologically belong to the alliance Molinion 

W. Koch and Molinio-Holoschoenion Br.-Bl. (semi-natural humid meadows with tall herbal 

plants – code 6410 and 6420 of Annex I of the EU Directive 92/43/ЕЕС, as well as the 

alliance Arrhenatherion Koch (circum-Mediterranean mesophilic meadows – code 6510) are 

considered threatened in Europe. Accordingly, meadows of the alliance Trifolion resupinati in 

Macedonia are certainly priority habitat type for conservation. 

The period in which field investigation of the habitats was carried out along the corridor of 

the proposed railway line did not allow precise determination of phytocenological affiliation of 

meadows. However, based on certain earlier analysis and analogy with Prespa area, we 

may conclude that the meadows in the corridor of interest belong to the following 

communities: Cynosureto-Caricetum hirtae Mic., mostly to sub-association ranunculetosum 

aceris Mic., Trifolietum nigrescentis-subterranei Mic. and most probably association 

Trifolietum resupinati-balansae Mic. 

Species characteristic for these communities, as well as the alliance uniting them, include 

several species of clovers (Trifolium resupinatum, T. balansae, T. nigrescens, T. filiforme, T. 

patens, T. repens, T. pretense, and frequently found T. fragiferum), then grasses (Cynosurus 

cristatus, Anthoxanthum odoratum, Agrostis alba, Alopecurus utriculatus, A. pratgensis, 

Bromus racemosus), sedges (Carex hirta, C. vulpina, C. distans, C. divisa), as well as 

Lychnis flos-cuculi, Oenanthe stenoloba, Oe. silaifolina, Oe. fistulosa, Ranunculus acris, R. 

velutinus, Cirsium canum, Inula britanica and many other meadow species. 

They are of particular significance for some bird species, primarily storks, and it seems that 

the valley of Sateska river with humid and flooded meadows is at least occasionally for 

migration is used by cranes (Grus grus). The presence of crake (Crex crex) has not been 

confirmed, but it is very probable. Apart from their conservation significance, these meadows 

also have high economic value, because they produce high quality hay. Meadow habitats of 

ravine meadow type are widely distributed in the valleys of Macedonia, but major part of their 

areas is threatened to extinct due to abandoned mowing. 

In the corridor of interest, they are especially abundant in Struga Valley and Debrca (more 

humid variants), and throughout the corridor on minor areas (please, see the Map of 

habitats, Appendix 6 and 7). At some places where meadows are mixed with small field plots 

and gardens, they are not presented on the map. 

3.11.9.3 Agricultural habitats 

Areas under intensive agricultural activities within the investigated corridor may be fields, 

gardens, vineyards and orchards. 

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3.11.9.4 Fields 

The most frequently grown crops on the fields of the investigated corridor are wheat and 

corn. Fields occupy larger areas in Struga Fields, while mixed with meadows, gardens and 

orchards they can be found along expansions of the river valleys (Sateska, Treska, 

Brzdanska, Judovska, Vilipica rivers) or through Downy oak-Hop hornbeam forests (villages 

Slivovo, Radozda). 

Figure 56 Fields and meadows in the valley of the river Treska near the village Drugovo 

Most of the fields are separated by boundaries of trees or shrubs. Tree boundaries may be 

composed of fruit trees (Prunus spinosa, P. cerasifera, P. cerasus, Juglans regia, Populus 

nigra cv. pyramidalis), and much more often remains of natural vegetation. In Struga Fields, 

boundaries are dominated by willows, alders and poplars. Different oak species (Quercus 

pubescens, Q. frainetto, Cornus mas) are also found in hilly areas. 

Field plots occupy mainly very small areas which together with boundaries contribute to 

mosaic-like outlook of the agricultural land. Major areas are occupied only by plots near the 

city of Struga, on the area of the former Struga marsh (please, see the Map of habitats, 

Appendix 6 and 7). 

Compared to the economic importance of the fields, their importance for biodiversity is very 

low. However, climate conditions during the last winter and spring characterized with 

increased precipitation, showed that the fields in the surrounding of Struga up to the village 

Moroista convert easily into swamps and marshes, i.e. habitats typical for that area 50 years 

ago. Many rare birds (ibis, spoonbill heron) have been recorded in these sites, as they use 

flooded areas for feeding. 

The following butterfly species were also recorded in the fields: Gonepteryx rhamni, 

Nymphalis polycholoros, Nymphalis antiopa, Vanessa atalanta, Colias crocea. The 

composition of the communities of ground-beetles is dominated by: Harpalus distinguendus, 

178



H. affinis, H. rufipes, Amara aenea, Chlaenius vestitus, Brachinus explodens, Pterostichus 

niger, P. nigrita, Carabus coriaceus, Bembidion lampros, Cicindela campestris. 

Birds: Ciconia ciconia, Corvus cornix, Upupa epops, Garrulus glandarius, Fringilla coelebs, 

Carduelis carduelis, Turdus merula, Turdus viscivorus, Pica pica. 

3.11.9.5 Gardens 

Favourable conditions for formation of gardens exist along the valleys of the rivers in the 

investigated corridor. These are individual parcels with small or very small areas. The most 

frequent crops grown there include beans, tomatoes, peppers, cabbage and pumpkin. 

Because of the small area of the gardens, we can not talk of any specific floral and faunistic 

elements. 

3.11.9.6 Vineyards 

Vineyards in the observed corridor occupy small areas, although Ohrid-Struga region is one 

of the major grapes and wine producing regions in Macedonia. Private vineyards cover small 

areas and are most often surrounded with fields. Due to small and scattered areas under 

vineyards, specific plant and animal species do not exist there. 

Vineyards in the corridor are located in plane parts of Struga Fields, especially between the 

villages Meseista, Klimestani and Trebenista. On the map of habitats, they are presented 

collectively with other agricultural habitats. 

3.11.9.7 Orchards 

Orchards in the investigated area are most often composed of apples, and less often of 

cherry, sour cherry, walnut, pear and peach. Flora and fauna are highly dependent on the 

surrounding agricultural land, because of the small areas of orchards. 

Orchards are found along the entire investigated corridor, but they are more frequent in 

Struga Fields. On the map of habitats, they are presented collectively with other agricultural 

habitats. 

3.11.9.8 Urban and urbanized areas as habitats 

The only urban habitats within the investigated corridor belong to the City of Kicevo. 

Besides, there are several industrial facilities (factory of Oteks in the village Meseiste and 

some other) located within the corridor. 

Urban areas have low importance for biological diversity. Species living in urban habitats are 

usually cosmopolitan. 

From among birds, the presence of stork (Ciconia ciconia) little owl (Athene noctua) and 

scops owl (Otus scops) is the most significant. 

3.11.9.9 Populated places and settlements 

The investigated corridor also includes several populated places (villages and settlements). 

Populated places are habitats where specific communities of plants and animals develop 

and are usually adapted to “joint” life with people. From among plants, these are most often 

nitrophilic and ruderal plants of low conservation significance as they are cosmopolitan 

species. 

Bird fauna in rural areas is somewhat specific, although some of the species live in natural 

habitats as well, such as: Hirundo rustica, Delichon urbica, Passer domesticus, Phoenicurus 

ochruros, Pica pica, Crovus monedula, Corvus cornix, Passer domesticus. 

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3.11.10 Significant habitats and species 

3.11.10.1 Significant habitats 

There is low number of habitats in the investigated corridor. Some of these habitats are 

listed in Annex I of the EU Directive 92/43/ЕЕС, which means that an EU Member State or 

accession country (like Macedonia) are obliged to conserve them. Some of these habitats 

are frequent and widely distributed in Macedonia. Besides, some of these habitats have 

priority for conservation in the EU (marked with “*”), i.e. they require designation of special 

areas for conservation (Natura 2000). 

1. Italian and Turkey oak forests. Although listed in Annex I of the EU Directive 

92/43/ЕЕС, these forests are widely distributed in Macedonia, especially in its western part. 

They even build continuous climate zonal belt between 700 and 900 m a.s.l. Forests in the 

investigated corridor are well developed, but under strong pressure of forestry activities. 

These forests were affected by forest fire near the village Slivovo. 

2. Chestnut forests. Chestnut forests in Macedonia are mainly distributed in its western 

parts, from Shar Planina to Jablanica Mts., but they also grow in southeastern Macedonia 

(Belasica). They are included in Annex I of EU Directive 92/43/ЕЕС. Within the investigated 

corridor, they occur between the villages Radozda and Macedonian-Albanian border. 

3. Alder belts and woodlots. These forests are considered as priority habitats for 

conservation (*) under the EU Directive 92/43/ЕЕС. Alder woodlots are of particular 

importance, as they are almost completely extinct in other parts of Macedonia. Alder belts 

grow along almost all rivers and streams in the investigated corridor. Woodlots have been 

also recorded near the villages Arbinovo and Botun. Alder stands, alike other riparian 

habitats, have very important ecological function in the prevention and mitigation of floods, 

reduction of pollution, they are natural corridors for the movement of animals and have 

certain specific roles in the exchange of mineral matters. 

4. Willow belts. Willow belts within the investigated corridor are much less abundant than 

alder belts, and therefore their importance is lower. They are listed in Annex I of the EU 

Directive 92/43/ЕЕС. Part of them that could constitute forest stands are not found within the 

investigated corridor; otherwise, they have priority for conservation under the EU Directive 

92/43/ЕЕС (*). 

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Figure 57 Willow belts by the river Crn Drim 

5. Remains of minor forests of marshy oak. As already indicated in the text, the only 

recorded remain of minor marshy oak forest is located in the village Moroista, outside of the 

investigated corridor. Yet, there is a possibility for other individual trunks or smaller groups to 

be found along canals and marsh-like sections between the village Vilino and the village 

Moroista. Communities of marshy oak in Macedonia are exceptionally rare and very 

important for the diversity of habitats and species. 

6. Calcareous rocks. Calcareous rocks in lower parts of Macedonia are substrate onto 

which rare and endemic chasmophytic species develop, covered by EU Directive 

92/43/ЕЕС. Calcareous rocks in the investigated corridor are found between the settlement 

Elen Kamen and the village Radozda. Apart from their biological importance as habitats for a 

typical vegetation, plants and birds, calcareous rocks in the corridor of interest are 

exceptionally important in terms of protection of cultural and historical monuments as well. 

7. Siliceous rocks. Siliceous rocks are listed in Annex I of the EU Directive 92/43/ЕЕС. 

However, siliceous rocks have low importance within the investigated corridor because of 

the small areas they cover. 

8. Reeds. Reeds are habitat which enables high biological diversity. Due to hydro 

ameliorations in the past, large portion of the area under belts was destroyed. Such is the 

case of Struga Marsh which has been almost completely destroyed. Very small fragments 

are found between the villages Kalista, Radolista and the City of Struga. Reed remains are 

found between the villages Volino and Moroista, as well as along the shore of Ohrid Lake, 

near the village Radozda. 

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3.11.11 Important species 

3.11.11.1 Diversity of algae and macrophytes 

3.11.11.1.1 Current knowledge 

Biological diversity of algae in the corridor of the railway line has been rather poorly 

investigated with an exception of Ohrid Lake. So far, there is data only on the composition 

and partially on algae distribution for Crn Drim. Trajanovska (2009), during several years of 

chara study, established the presence of three species of chara, namely: Chara tomentosa 

(=Chara ceratophylla), Chara globularis (=Chara fragilis), Chara ohridana and a species of 

starry stonewort [Nitellopsis obtusa (Desv.) J. Groves]. 

Apart from macroscopic algae, significant number of macrophytes has been found in the 

river Crn Drim, including Phragmites australis (Cav.) Trin. ex Steud., Typha latifolia L., Typha 

angustifolia L., Shoenoplectus lacustris (L.) Palla), Mentha aquatica L., Lemna minor L., 

Lemna trisulca L., Potamogeton perfoliatus L., Potamogeton pectinatus L., Potamogeton 

crispus L., Potamogeton acutifolius Link., Potamogeton natans L., Zannichellia palustris L., 

Myriophillum spicatum L., Myriophyllum verticillatum L., Ceratophyllum demersum L., 

Vallisneria spiralis L., Elodea canadensis Rich.& Michx. и Utricularia neglecta Lehm. 

(Talevski 2010). 

Figure 58 Spring above the village Radozda with Lemna. 

As far as Drim Basin is concerned, literature contains data on the qualitative composition of 

mayflies (Ephemeroptera) and stoneflies (Plecoptera), as one of the main members of 

benthos communities (Ikonomov, 1960). There is no data on other groups. In his study of 

mayflies in the Republic of Macedonia, Ikonomov (1960) carried out detailed analysis of this 

group in Vardar, Drim and Strumica Basins. In Drim Basin, he established the presence of 

relatively high number (37) of Ephemeroptera, or around 50% of the overall number of 

mayflies known for the Republic of Macedonia. 

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With regard to the entry area of Sateska river into Ohrid Lake, there is data only on the 

composition of phytoplankton which incorporates centric diatomea Cyclotella ocellata and 

Stephanodiscus hantzschii, while Asterionella formosa and Ulnaria ulna are found from 

penate forms, while phytobenthos has remained completely unexplored. Due to the 

channeling of the river Sateska, diversity and abundance of macrophytes have reduced 

drastically. Small populations of Typha latifolia, . Lemna minor, Potamogeton perfoliatus L., 

Potamogeton pectinatus, Myriophyllum verticillatum L., Ceratophyllum demersum L have 

been found near the river entry into the Lake of Ohrid. 

So far, there has been no data at all on the composition and presence of algae in the upper 

course of the river Treska. The status of other aquatic ecosystems covered by the railway 

line corridor, such as Struga Marsh, rivers Bukov Dol, Vilipica, Brzdanska, Judovska, as well 

as numerous aquifers, marshy biotopes, peat bogs, canals, etc., is the same. During these 

investigations, the results on species composition and distribution of algae in the mentioned 

water bodies have been presented for the first time. Data on macrophytes in the river Treska 

within the railway line corridor is not available as well. During investigations, two species of 

mosses have been established (Fontinalis antipyretica and Rhynchostegium riparioides) 

found supported on rocky ground. 

Diatomea in Ohrid Lake are relatively well explored, although majority of data refers to 

Ohrid City and area around St.Naum springs. Initial knowledge of this region has been 

presented by Pavlov (2010), who established more than 200 species of algae in the vicinity 

of the village Radozda. High number of established species is endemic for Ohrid Lake, such 

as Amphora ohridana, Cyclotella fottii, Cymbopleura juriljii, Diploneis ostracodarum, 

Epithemia ohridana, G. sancti-naumii, G. mihoi, Navicula subhastatula etc. 

3.11.11.1.2 Results obtained in the frames of the Study 

Ohrid Lake is characterized with rich diatomic flora found in benthos communities. Four 

communities are found in the shore region of the village Radozda, namely: epilithonic, 

episamonic, epiphytic (of Cladophora) and periphytonic (Phragmites australis). Each of 

these communities is represented by different species composition. The epilithon is 

dominated mainly by species of the orders Gomphonema (G. tergestinum, G. fonticolum, G. 

micropus) and Navicula (N. antonii, N. subalpina, N. ognjanovae). Episamonic communities 

are dominated by the species Cyclotella ocellata, Amphora indistincta, A. pediculus, 

Encyonopsis microcephala, Pseudostaurosira brevistriata and Staurosirella pinnata. As 

epiphytes of Cladophora species of the order Diatoma (D. densicostata, D. ehrenbergii), 

Encyonema (E. pseudocaspitosum, E. ochridanum) occur, as well as several 

representatives of the species complex of Gomphonema olivaceum. The greatest diversity of 

diatomea is found in periphytonic communities, where we find a series of endemic species 

such as Cymbella ohridana, Gomphonema macedonicum, G. irroratum, Aneumastus 

ohridanum, Aneumastus albanicus, Placoneis macedonicum etc. 

River Crn Drim has very similar composition as Ohrid Lake, although several cosmopolitan 

species that are rarely found in the Lake have significantly higher representation here 

(including Hannaea arcus, Planothidium lanceolatu, P. rostratum etc.). Yet, several 

interesting species have been identified in the river, like Cylotella fottii, Diatoma ochridana, 

D. densicostata, Placoneis balcanicus, P. subgastriformis, Navicula mollicula, Geissleria 

ohridana etc., which used to be regarded endemic for the Lake of Ohrid. According to 

species composition, primarily for the presence of endemic species, it is regarded highly 

sensitive to impacts from the construction of the railway line. 

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3.11.11.2 Plants 

The area through which the corridor of the proposed railway line extends has been poorly 

explored in terms of flora, except the section in the area of Struga marsh. There are 

exceptionally few data and these relate to incidental findings. Yet, there is sufficient amount 

of literature and our own data to assess floral diversity of wetlands (all above listed, together 

with alder forests). The text below describes rare and significant plants found along the 

corridor of interest, while overall heritage is presented on the table on wetlands in the area of 

Belcisko Blato (marsh). 

Table 19 Important species of vascular flora in the subject corridor 

Type Locality in the corridor of inerest Meaning 

Lathyrus palustris L. Struga Swamp The only site in the RM 

Sium latifolium L. Struga Swamp The only site in the RM 

Salvinia natans L. 

Acorus calamus L. 

Nuphar luteum (L.) Sith. et Sm. 

Kalista – Struga – Struga Swamp 

Struga Swamp 

Lake Kalista (from Struga Swamp is 

missing) 

Berne convention, Appendix I; 

CFP*A(ii) 

The species is not found many 

decades and is considered to 

disappear from the flora of Macedonia 

Plant that is disappeared from the 

flora of Macedonia 

Ranunculus fluitans Lam. Crn Drin near Struga The only site in the RM 

Ranunculus circinatus Sibth. Struga Swamp In RM found only in Prespa 

Dryopteris carthusiana (Vill.) H. P. 

Fuchs 

Belcisko In evlova forest swamp 

A third site in the RM, but not in the 

corridor 

Utricularia 

* IPA-Important Plant (internationally designated areas according to series of criteria (Aspecies 

and C-habitats) 

3.11.11.3 Insects 

There are several species within the investigated areas listed in international conventions for 

biological diversity conservation (Table ). 

Table 20 Overview of important species of insects and some arthropods 

IUCN Corine HD Habitats Location 

Potamon fluviatile NT Lake Village Rodozda 

Austropotamobius torrentium 

VU 

Streams 

rivers 

and 

Kalista-Radozda, all rivers 

and streams 

Aeschna isosceles LC Swamp Struga swamp 

Calopteryx splendens LC Swamp Struga swamp 

Orthetrum brunneum LC Swamp Struga swamp 

Orthetrumcoerulescens LC Swamp Struga swamp 

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Sympecma fusca LC Swamp Struga Swamp 

Sympetrum sanguineum LC Swamp Struga Swamp 

Carabus intricatus LR/nt + Oak forest all forests 

Carabus convexus dilatatus + Oak forest all forests 

Calosoma sycophanta + Oak forest all forests 

Cerambyx cerdo IV Oak forest all forests 

Osmoderma eremita IV Old forest - 

Pieris balcana LC Oak forest Valley of the Crn Drim 

Coenonympha rhodopensis 

Euphydryas aurinia 

Parnassius apollo VU IV 

Maculinea arion 

Lycaena dispar LR/nt IV 

Zerynthia polyxena 

LC 

IV 

IV 

Meadows, fallow 

land 

Meadows, fallow 

land 

Meadow, 

land 

Meadow, 

land 

Meadow, 

land 

Meadov, 

land 

fallow 

fallow 

fallow 

fallow 

target corridor 

valley of the Crn Drim 




target corridor 

Considering the distribution of certain butterfly species of priority for protection at European 

level, eight Important Butterfly Areas have been designated on the territory of Macedonia. 

The area "Struga" covers the valley of the river Crn Drim from its outflow from Ohrid Lake, 

up to the dam Globocica. 

On the other side, Ohrid Lake, part of the shore area of which is integrated in the corridor of 

the future line, as well as flooded areas in its vicinity, have been recognized as important 

ornithological site in Europe. 

Apart from the species concerned, several endemic species are also found within the 

investigated corridor, such as: Tapinopterus rambousekianus (distributed only on Jablanica), 

Molops rufipes steindachneri (western macedonian species), Aptinus merditanus (southern 

Balkan species). The investigated corridor covers small and atypical part of the areal (they 

prefer higher areas) of these species distribution. 

Table 21 Species diversity (vascular plants) in humid habitats near Belcisko Blato (near the corridor) 

Type/taxon 

Habitats 

Achillea millefolium L. Millefolium 

Wet meadow 

Achillea pannonica Scheele 

Wet meadow 

Agrimonia eupatoria L. ssp. Eupatoria 

Wet meadow 

Agrostis stolonifera L. 

Swampy meadow 

Ajuga reptans L. 

Swampy meadow 

Alisma plantago-aquatica L. 

Wet meadow 

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Type/taxon 

Alnus glutinosa (L.) Gaertner 

Alopecurus arundinaceus Poiret in Lam. 

Alopecurus geniculatus L. 

Anthoxanthum odoratum L. 

Aremonia agrimonoides (L.) DC 

Arrhenatherum elatius (L.) Beauv. ex J. & C. Presl 

Arum maculatum L. 

Atyrium filix-femina (L.) Roth var. multidentatum Doell 

Berula erecta (Huds. ) Cuville 

Bidens tripartita L. 

Bromus hordeaceus L. ssp. Hordeaceus 

Bromus racemosus L. 

Bromus sterilis L. 

Callitriche stagnalis Scop. 

Caltha palustris L. ssp. cornuta (Schott, Nyman & Kotschy) Beck 

Calystegia sepium (L.) R. Br. ssp. Sepium 

Carex acutiformis Ehren. 

Carex appropinquata Schumacher 

Carex distachya Desf. 

Carex distans L. 

Carex hirta L. 

Carex otrubae Podp. 

Carex pseudocyperus L. 

Carex remota L. 

Carex riparia Curt. 

Carpinus betulus L. 

Catabrosa aquatica (L.) Beauv. 

Cerastium caespitosum Gilib. 

Circea lutetiana L. 

Cirsium arvense (L.) Scop. var. incanum Beck 

Cirsium arvense (L.) Scop. var. horridum W. Gr. 

Cirsium palustre (L.) Scop. 

Cirsum vulgare (Savi) Ten. 

Convolvulus arvensis L. 

Cornus sanguinea L. 

Corylus avellana L. 

Habitats 

Forest Evlova 

Wet meadow 

Forest Evlova 

Bog 

Forest Evlova 

Wet meadow 

Forest Evlova 

Forest Evlova 

Bog, swamp, boggy meadow 

Swampy meadow 

Wet meadow 

Wet meadow 

Wet meadow 

water 

Evlova forest 

Wet meadow 

Wet meadow; Блато 

Evlova forest 

Wet meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Swampy meadow, Evlova forest 

Evlova forest 

Evlova forest; блатна ливада 

Evlova forest 

water 

Wet meadow 

Evlova forest 

Wet meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Evlova forest 

Evlova forest 

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Type/taxon 

Crataegus monogyna Jacq. ssp. Monogyna 

Cynosurus cristatus L. 

Dactylorhiza incarnata (L.) Soó ssp. Incarnata 

Dactylorhiza saccifera (Brongn.) Soó 

Daucus carota L. 

Dipsacus laciniatus L. 

Dryopteris carthusiana (Vill.) H. P. Fuchs 

Eleocharis palustris (L.) Roemer et Schultes ssp. palustris 

Epilobium hirsutum L. var. Hirsutum 

Epilobium parviflorum Schreb. 

Epipactis palustris (L.) Crantz 

Equisetum fluviatile L. 

Equisetum palustre L. 

Erigeron annuus (L.) Pers. ssp. Annuus 

Eupatorium cannabinum L. ssp. Cannabinum 

Evonymus europaeus L. var. bulgarica (Vel.) Stoj. et Stef. 

Evonymus verrucosus Scop. var. laevifolius Beck 

Festuca rubra L. ssp. Rubra 

Fragaria vesca L. 

Frangula alnus Millers ssp. Alnus 

Galega officinalis L. 

Galeopsis speciosa Miller 

Galium aparine L. 

Galium elongatum C. Presl 

Galium palustre L. 

Galium rivale (Sibth. et Sm.) Griseb. 

Galium verum L. ssp. Verum 

Geranium robertianum L. 

Geum molle Vis. et Pančić 

Geum urbanum L. 

Glyceria plicata (Fries) Fries 

Hedera helix L. 

Holcus lanatus L. 

Habitats 

Evlova forest 

Wet meadow 

Wet meadow 

Evlova forest 

Wet meadow 

Wet meadow 

Evlova forest 

Wet meadow 

Swampy meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Wet meadow 

Swampy meadow 

Evlova forest 

Evlova forest 

Swampy meadow 

Evlova forest 

Evlova forest 

Wet meadow 

Evlova forest 

Wet meadow 

Evlova forest 

Swampy meadow, Wet meadow 

Swampy meadow, Wet meadow 

Wet meadow 

Evlova forest 

Evlova forest 

Evlova forest 

Wet meadow, блато 

Evlova forest 

Wet meadow 

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Type/taxon 

Humulus lupulus L. 

Hypericum tetrapterum Fries 

Iris pseudoacorus L. 

Juncus articulatus L. 

Juncus effusus L. var. compactus Lej. et Court. 

Juncus glaucus Ehrh. 

Juncus inflexus L. 

Juncus tenuis Willd. 

Juncus tenuis Willd. 

Juniperus communis L. ssp. Communis 

Lathyrus pratensis L. 

Lemna minor L. 

Lemna trisulca L. 

Ligustrum vulgare L. 

Linaria vulgaris Mill. 

Lolium perenne L. 

Lonicera sp. ? 

Lotus corniculatus L. var. Corniculatus 

Lychnis flos-cuculi L. 

Lycopus europaeus L. 

Lycopus exaltatus L. 

Lysimachia numularia L. 

Lysimachia vulgaris L. 

Lythrum salicaria L. 

Mentha aquatica L. 

Mentha longifolia (L.) Hudson 

Mycelis muralis (L.) Dumort. 

Myosotis arvensis (L.) Hill. 

Myosotis laxa Lehm. ssp. caespitosa (C. F. Schultz) Hyl. 

Myosotis scorpioides L. 

Myriophyllum verticillatum L. 

Oenanthe fistulosa L. 

Ononis arvensis L. var. spinescens (Ledeb) Garcke 

Orchis laxiflora Lam. ssp. Laxiflora 

Peucedanum aegopodioides (Boiss.) Vand. 

Phragmites australis (Cav.) Trin. ex Steudel 

Plantago lanceolata L. var. Lanceolata 

Poa trivialis L. ssp. Trivialis 

Habitats 

Wet meadow 

Wet meadow, 

Wet meadow 

Wet meadow 

Evlova forest 

Wet meadow 

Swampy – in water 

Swampy – in water 

Evlova forest 

Wet meadow 

Wet meadow 

Evlova forest 

Bog 

Wet meadow 

Swampy meadow 

Evlova forest, wet meadow 

Evlova forest 

Bog 

Wet meadow 

Wet meadow 

Swampy 

Evlova forest 

Wet meadow 

Bog, wet meadow 

Bog, evlova forest 

Open water –in/on vater 

Wet meadow 

Wet meadow 

Wet meadow 

Evlova forest 

Bog, wet meadow 

Bog 

Wet meadow, bog, evlova forest 

Open water – in/on water 

Wet meadow, bog 

Bog 

Wet meadow 

Evlova forest 

188



Type/taxon 

Potamogeton pusillus L. var. panormitanus A. Bennett. 

Potentilla reptans L. 

Prunella vulgaris L. 

Pulicaria dysenterica (L.) Bernh. 

Quercus sp. 

Ranunculus acris L. 

Ranunculus ophioglossifolius Vill. 

Ranunculus repens L. 

Ranunculus sceleratus L. 

Ranunculus serbicus Vis. 

Ranunculus trichophyllus Chaix ssp. Trichophyllus 

Rhinanthus minor L. var. Minor 

Roripa kerneri Menyh. et Borb. in Matemat. 

Roripa prolifera (Heufel) Neilr. var. Prolifera 

Roripa sylvestris (L.) Besser ssp. Sylvestris 

Rosa corymbifera Borkh. 

Rubus caesius L. 

Rubus discolor Weihe & Nees 

Rubus sanguineus Friv. var. Sanguineus 

Rumex conglomeratus Murray 

Rumex crispus L. 

Rumex hydrolapathum Hudson 

Rumex pulcher L. 

Rumex pulcher L. 

Rumex sanguineus ? L. 

Salix alba L. ssp. Alba 

Salix cinerea L. 

Salix triandra L. var.triandra 

Sambucus nigra L. 

Scutellaria galericulata L. 

Solanum dulcamara L. 

Sparganium erectum L. ssp. neglectum (Beeby) Schintz et Thell. 

Stellaria aquatica L. 

Torilis arvense (Huds.) Links sp. Arvense 

Tragopogon balcanicum Velen. 

Trifolium campestre Schreb. var. campestre 

Trifolium fragiferum L. bonannii (Presl.) Soják 

Habitats 

Swampy meadow, wet meadow 

Wet meadow 

Evlova forest, Bog, wet meadow 

Evlova forest 

Wet meadow 

Open in evlova forest 

Wet meadow 

Wet meadow 

Wet meadow 

Bog 

Evlova forest 

Evlova forest 

Evlova forest 

Evlova forest 

Swampy meadow, Evlova forest 

Wet meadow 

Bog,wet meadow, 

Wet meadow 

Bog Wet meadow 

Wet meadow 

Swampy 

Evlova forest ,Bog 

Wet meadow 

Evlova forest 

Bog, Wet meadow 

Wet meadow 

Swampy meadow, Bog, swampy 

Wet meadow, Bog 


Wet meadow 

Wet meadow, Bog, swampy 

Wet meadow 

Bog 

Wet meadow 

Wet meadow Bog 


Wet meadow 

189



Type/taxon 

Trifolium hybridum ? L. Hybridum 

Trifolium pratense L. var. Sativum 

Trifolium repens L. Repens 

Trifolium resupinatum L. 

Typha latifolia L. 

Urtica dioica L. 

Valeriana officinalis L. ssp. Officinalis 

Verbena officinalis L. 

Veronica anagalis-aquatica L. var. anagalis-aquatica 

Veronica arvensis L. 

Veronica becabunga L. 

Veronica scardica Griseb. 

Veronica scutellata L. 

Viburnum opulus L. 

Vicia cracca L. 

Vicia villosa Roth. ssp. varia (Host) Corb. 

Habitats 

Evlova forest 

Bog, Evlova forest 

Wet meadow 

Near stream 

Bog 

Bog 

By the stream 

Wet meadow, bog 

Evlova forest 

Wet meadow 

Bog 

Wet meadow 

Near stream 

Bog 

Bog 

By the stream 

3.11.11.4 Vertebrates 

Taking into account the number of habitats through which the line route passes, significant 

number of vertebrate species has been recorded or expected. Also, owing to the bigger 

conservation interest on European level for these groups (especially birds), major portion of 

the overall number is considered important (listed in the annexes of Habitat Directive or, in 

the case of birds, Annex 1 of the Bird Directive). It should be pointed out that high number 

species, mentioned here as important in relation to their coverage by the annexes, are 

frequent and widely distributed in Macedonia. 

Table 22 Important amphibian species along the route of the railway line 

No. (Superior) type IUCN Habitats directive Bern 

convention 

1 Triturus carnifex - II; IV II 

2 Bombina variegata - II; IV II 

3 Bufo viridis - IV II 

4 Hyla arborea - IV II 

5 (Pelobates syriacus balcanicus) - IV II 

6 Rana dalmatina - IV II 

7 Rana graeca - IV III 

Table 23 Important reptile species along the route of the railway line 


convention 

190




convention 

1 Emys orbicularis LR/nt II; IV II 

2 Testudo graeca VU II; IV II 

3 Testudo hermanni LR/nt II; IV II 

4 Cyrtodactylus kotschyi - IV II 

5 Lacerta trilineata - IV II 

6 Lacerta viridis - IV II 

7 Podarcis erhardii - IV II 

8 Podarcis muralis - IV II 

9 Podarcis taurica - IV II 

10 Ablepharus kitaibelii - IV II 

11 Coluber caspius - IV III 

12 Coluber najadum - IV II 

13 Coronella austriaca - IV II 

14 Elaphe situla - II; IV II 

15 Elaphe longissima - IV II 

16 (Elaphe quatuorlineata) - II; IV II 

17 Natrix tessellata - IV II 

18 (Telescopus fallax) - IV II 

19 Vipera ammodytes - IV II 

Table 24 Important bird species along the route of the railway line 

No. (superior) type Macedonian name IUCN Birds 

Directive 

Bern 

Convention 

1 Gavia stellata Small sea diver I II II 

2 Gavia arctica white I II II 

3 Podiceps auritus Ear diver I II II 

4 Phalacrocorax pygmeus Small cormorant I II II 

5 Botaurus stellaris Big aqueous bull I II II 

6 Ixobrichus minutus Small aqueous bull I II II 

7 Nycticorax nycticorax Night heron I II 

8 Ardeolla ralloides Yellow heron I II 

9 Egretta garzetta Small white heron I II II 

10 Casmerodius albus Big white heron I II 

11 Ardea purpurea Red heron I II II 

12 Ciconia ciconia stork I II II 

13 Plegadis falcinellus IBIS I II II 

14 Platalea leucorodia heron I II II 

15 Aythya nyroca Black NT I III I: II 

Bonn 

Convention 

191




Directive 

Bern 

Convention 

16 Pernis apivorus I II II 

17 Circaetus gallicus I II II 

18 Circus aeruginosus Boggy harrier I II II 

19 Circus cyaneus Poland harrier I II II 

20 Circus macrourus Hunting harrier NT I II II 

21 (Circus pygargus) Meadow harrier I II II 

22 Accipiter brevipes I II II 

23 Buteo rufinus I II II 

24 (Aquila pomarina) Little eagle I II II 

25 (Aquila chrysaetos) Golden eagle I II II 

26 Falco vespertinus blue NT I II II 

27 Falco columbarius Small falcon I II II 

28 Falco eleonorae Mediterranean falcon I II II 

29 (Falco peregrinus) Gray falcon I II II 

30 Bonasa bonasia I; II/2 III 

31 Alectoris graeca partidge I; II/1 III 

32 Porzana porzana Swamp tainted chicken I II II 

33 (Crex crex) NT I II II 

34 Grus grus Gray I II II 

35 Himantopus himantopus I II II 

36 (Recurvirostra avosetta) I II II 

37 Philomachus pugnax I; II/2 III II 

38 Tringa glareola Forest tringov I II II 

39 Larus melanocephalus Mediterranean gull I II II 

40 Larus minutus Small gull I II 

41 Sterna nilotica tern I II II 

42 (Sterna caspia) Caspian tern I II II 

43 Sterna hirundo river I II II 

44 Sterna albifrons Small I II II 

45 Chlidonias hybrida Tern, white beard I II 

46 Chlidonias niger Black tern I II II 

47 Bubo bubo owl I II 

48 Caprimulgus europaeus I II 

49 Alcedo atthis I II 

50 (Coracias garrulus) NT I II II 

51 Picus canus Gray woodpecker I II 

52 Dryocopus martius Black woodpecker I II 

Bonn 

Convention 

192




Directive 

53 Dendrocopos syriacus Syrrian woodpecker I II 

54 Dendrocopos medius medium woodpecker I II 

55 Melanocorypha calandra Great lark I II 

56 Calandrella 

brachydactyla 

Small lark I II 

57 Lullula arborea Forest lark I III 

58 Anthus campestris Poland I II 

59 (Acrocephalus 

melanopogon) 

Bern 

Convention 

I II II 

60 Sylvia nisoria tainted I II II 

61 (Ficedula semitorquata) Colorful NT I II II 

62 Ficedula albicollis I II II 

63 Lanius collurio I II 

64 Lanius minor small I II 

65 Emberiza hortulana garden I III 

Bonn 

Convention 

Figure 59 Ibises (Plegadis falcinellus) 

Table 25 Important mammalian species along the route of the railway line 

No. (superrior) type IUCN habitats directive Bern 

convention 

1 (Rhinolophus blasii) - II; IV II II 

Bonn 

convention 

193

Ohrid lake 

Rivers and streams 

Marshes, swamps 

and wet meadows 

farmland 

Evlovi and vrbovi 

belts 

Blackboron forests 

Oak forests 

Chestnuts forests 

Settlements 



2 Rhinolophus ferrumequinum - II; IV II II 

3 Rhinolophus hipposiderus - III; IV II II 

4 (Rhinolophus mehelyi) VU III; IV II II 

5 (Eptesicus serotinus) - IV II II 

6 (Pipistrellus kuhlii) - IV II II 

7 (Pipistrellus pipistrellus) - IV III II 

8 (Hypsugo savii) - IV II II 

9 (Myotis oxygnathus) - III; IV II II 

10 (Myotis capaccinii) VU II; IV II II 

11 (Myotis mustacinus) - IV II II 

12 (Myotis myotis) - II; IV II II 

13 (Myotis daubentonii) - IV II II 

14 Miniopterus schreibersi NT II; IV II II 

15 Felis silvestris - IV II - 

16 Lutra lutra NT II; IV II - 

17 Ursus arctos - II; IV II - 

18 Dryomys nitedula - IV III - 

19 Muscardinus avellanarius - IV III - 

3.11.12 Valorization of vertebrate fauna 

Valorization of vertebrate fauna has been made in accordance with several international 

criteria presented in the Chapter "Determination of sensitivity". 

It is evident that the most important habitats are the Lake of Ohrid and riparian marshes, 

swamps and meadows, followed by oak forests, belts of willow and alder and cultivable 

areas. 

Table 26 Valorization of amphibians 

(Amphibia) 

Habitats directive 

Not included 3 3 3 2 2 3 3 3 

II; IV 2 2 2 1 1 1 1 

IV 4 4 5 3 4 1 2 2 3 

V 1 1 1 1 1 1 1 

Emerald network 

невклучени 8 8 9 5 7 1 6 6 7 

194

Ohrid lake 




farmland 


belts 


Oak forests 


Settlements 



included 2 2 2 1 1 1 1 

Bern convention 

II 5 5 6 3 4 1 2 2 3 

III 5 5 5 2 4 5 5 5 

Total 10 10 11 5 8 1 7 7 8 

Table 27 Valorization of reptiles 

(Reptilia) 

IUCN 

LC 2 2 4 15 11 3 15 15 11 

NT 1 1 2 1 1 1 1 1 2 

VU 1 1 1 1 1 1 


Not included 1 1 2 4 3 2 2 3 

II; IV 1 1 3 3 3 2 4 4 4 

IV 1 1 1 10 7 3 11 11 7 


Not included 2 2 3 14 10 3 13 13 10 

included 1 1 3 3 3 2 4 4 4 


II 2 2 4 12 9 5 14 14 10 

III 1 1 2 5 4 3 3 4 

Total 3 3 6 17 13 5 17 17 14 

Table 28 Valorization of bird fauna. 

195

Ohrid lake 


Marshes, swamps and wet meadows 

farmland 

Evlovi and vrbovi belts 


Oak forests 


Rocks 

Settlements 



CRITERIA 

IUCN 

SPEC 

ETS 

Bird Directive 

CATEGORY 

VU 1 

NT 1 4 2 1 2 

LC 46 55 42 60 80 

1 3 2 

2 2 9 8 8 1 13 5 2 3 

3 17 2 16 16 11 4 14 9 9 12 

-E 5 2 8 5 21 16 28 24 1 10 

-EW 2 0 2 2 2 

non-SPEC 19 7 23 13 21 14 25 20 6 13 

NE 1 

(EN) 1 

R 3 2 

(R) 1 

H 2 7 2 2 1 3 2 2 

(H) 5 1 4 8 5 2 11 6 5 3 

VU 2 2 2 1 

(VU) 3 1 1 1 

D 2 2 4 7 1 7 4 1 3 

(D) 6 1 8 7 3 5 2 4 7 

S 15 6 19 10 31 24 39 30 4 16 

(S) 12 3 12 10 11 6 16 16 3 7 

NE 1 

I 18 27 13 9 3 17 8 3 2 

I; II/1 1 

I; II/2 1 1 1 

II/1 2 1 1 

II/1; III/1 1 1 1 1 

II/1; III/2 7 2 1 0 

196

Ohrid lake 


Ohrid lake 




Marshes, swamps and wet meadows 

farmland 

farmland 


belts 

Evlovi and vrbovi belts 



Oak forests 

Oak forests 



Rocks 

Settlements 

Settlements 



CRITERIA CATEGORY 

II/2 11 8 9 9 4 8 8 6 

II/2; III/2 1 1 

Not included 9 20 18 43 28 55 43 13 29 

included 19 29 13 9 3 18 8 3 2 

Emerald netwoek Not included 29 30 31 52 32 64 52 15 36 

II 22 11 45 27 44 28 65 45 15 25 

III 25 14 14 11 6 14 12 3 8 

Bern convention Not included 1 3 6 1 3 3 5 

I; II 3 

II 31 6 48 17 21 16 36 23 7 10 

Bonn convention Not included 14 5 11 27 40 19 46 37 11 28 

Total 48 11 59 44 61 35 82 60 18 38 

Valorization has not taken the bats into consideration, due to the short period of 

investigation. We expect 14 species, all listed in the annexes of the Habitat Directive, three 

of which are globally threatened. 

Table 29 Valorization of mammals 

(Mammalia) 

IUCN 

LC 4 4 12 16 

DD 2 

197

Ohrid lake 




farmland 


belts 


Oak forests 


Settlements 



(Mammalia) 

NT 1 1 1 


Not included 4 4 12 17 19 10 18 18 9 

II; IV 1 1 1 1 

III; IV 

IV 1 2 1 3 3 


Not included 4 4 12 18 21 10 20 20 9 

included 1 1 1 1 2 1 


Not included 3 3 6 12 7 2 7 7 6 

II 1 1 1 1 1 2 3 2 

III 1 1 6 5 13 7 12 12 3 

Total 5 5 13 18 21 11 22 21 9 

3.12 Characteristics of landscapes 

In the context of the ecology, landscape is the basic functional unit incorporating man and 

their activities within the space, including the ecosystems. In fact, interaction of man with 

biological diversity and inanimate natural properties of a given area constitute landscape. 

Everyday activities of people are carried out in several ecosystems (natural and 

anthropogenic), i.e. at a level of a landscape. Therefore, the landscape reflects the socioeconomic 

situation of an area from ecological point of view (although it is originally 

geographical term). 

Landscape is topographically defined territory composed of specific mosaic of inter-related 

ecosystem types that could be or have been subject of specific human. Landscape is 

defined primarily as a piece of land that can be covered by a single view. But, ecology 

excludes the view, i.e. landscape exists independently from the perception (as different from 

paysage). It is heterogeneous and dynamic level of ecological systems organization. 

Landscape development is under the influence of natural or anthropogenic factors or 

combination of both. A landscape type (which is actually the basic systematic category with 

landscapes) may possess entirely natural characteristics or to be entirely modified by man 

and not to cover a single natural ecosystem (as is the case with major urban areas). Thus, 

the landscape exactly is the level of ecological organization which involves people and their 

activities in ecological systems. Through landscape, we explore the functioning of mannature 

relations and define the causes for the current outlook and distribution of ecosystems 

in the space. 

198



For the purpose of easier comprehension of the text, the main characteristics of landscapes 

and the basic terminology are clarified below. 

The landscape has a structure, i.e. it is composed of several categories of landscape 

elements: 

- Matrix is dominant, comprehensive element 

- Patches are minor elements dispersed in the matrix (they may be small forests 

inside agricultural land or open terrains within a forest) 

• Mosaic is a group of patches 

- Corridors are linear elements 

o 

o 

• Network is a group of corridors 

Edge - may be distinguished in the frames of patches and corridors, and has 

explicit mutual relations with the matrix, 

Interior– may be distinguished in the frames of patches and corridors, and 

has poor or no interaction at all with the matrix. 

Spatial organization of the mosaic and networks constitutes the imprint of the 

landscape. It is important in the exploration of similarities or differences of two 

landscapes from structural point of view. The structure is the basis for the functional 

characteristics of individual landscapes. 

Some of the more important aspects of landscapes include: size of patches, which means 

the amount of available habitat; fragmentation; heterogenity; spatial ration between patches - 

connection and connectivity. 

Connectiveness–two patches of the same type are close to each other and 

connected with the space, 

Connectivity– individuals or their reproductive parts of species are able to move from 

one to another patch even when those are not linked. 

Quantitative presentation of heterogenity and fragmentation depend on the scale. 

Preservation of natural values of an area is possible only by integration of human needs 

within conservation activities. Basically, landscape approach should secure maximum 

preservation of nature under conditions of full implementation of man's intentions and 

projects. In the specific case, the landscape should sustain the construction of the railway 

line with all accompanying elements and structures, with minimum impacts on the 

environment (including natural ecosystems and man's goods and creations). In all cases, 

incorporation of such a big size infrastructure project, like the railway line with a length of 

62.6 km in the landscape will cause significant changes in landscape characteristics and 

serious impacts on all elements of the landscape (both cultural and natural). Therefore, there 

is a necessity for determination and description of cultural and natural characteristics of 

landscape types along the route. 

In the frames of the area intended for construction of the future railway line Kicevo-Radozda, 

human activities have been and are performed with different intensity in different 

ecosystems, mainly depending on the altitude. Thus, several distinctive landscapes have 

been formed along the corridor. 

The main activity and land use along the corridor is the forestry (Kicevo-Botun) and 

agriculture, mainly farming (in Struga Fields). These intensive activities have been 

performed for centuries leaving behind a strong imprint on the entire territory, on landscapes 

199



and nature in general. Besides, the presence of Ohrid Lake and historically and geologically 

determined lake terraces in the southern part of the corridor, together with the prevailing 

vegetation types are the main factors determining the appearance and diversity of the 

present landscapes along railway corridor. Moderate continental climate and strong climate 

influence of Ohrid Lake summarize the external influence. 

Considering the above mentioned anthropogenic, biogeographical, physical and 

geographical characteristics as criteria, three to four landscape types can be distinguished 

along the railway line route with gradation from purely cultural through predominantly cultural 

up to more or less natural characteristics. Specific natural vegetation which attributes the 

external appearance of natural or slightly modified landscapes is described in the chapters 

on biogeographical characteristics of the area along the route, and on habitats of plant 

communities. Clearer distribution of biomes or zones overlaps with the distribution of 

landscapes to a great extent. Geographical characteristics or spatial entireties are presented 

in more detail in the respective chapters. 

Two clearly differentiated spatial entireties can be distinguished along the railway line, 

namely: hilly-subalpine and gorge-like northern part (km 0+000 km 36+000) with two typical 

landscape types and plane lake southern part (km 36+000 to km 54+800) with one 

landscape type. In the furthest southern part (km 54+800 to km 61+500), the corridor passes 

through an area of similar characteristics as the one in the northern part. 

3.12.1 Hilly rural landscape in oak forest belt 

This landscape type covers most of the area extending along the assessed corridor for the 

railway line Kicevo-Radozda construction. More precisely, it spreads from km 1+800 to km 

36+000 and from km 54+800 to the end of the corridor. The hilly rural landscape can be 

treated predominantly as cultural landscape. 

Relief is hilly-mountainous with steeper or gentler slopes. The slopes are cut through with 

river valleys. The gentler one is predominantly siliceous, but there is also calcareous ground 

in the furthest southern part. Certain parts are characterized with alluvial deposits. Erosion is 

severe problem at certain spots. This landscape is widely spread landscape in hilly part of 

the whole Macedonia. 

In the core area, under the influence of the railway line, the matrix is represented with 

agricultural areas (mainly meadows and small gardens and fields) with lots of trees. Trees 

are fruits or oak trunks or woodlots (chestnut trunks are specific for the furthest southern part 

of the railway line corridor). Corridors are wide and real small forests at places, which means 

they can serve as habitats and migration paths of migration for carnivore animals. It may be 

confirmed that this landscape has sufficient importance in terms of supporting biodiversity in 

general. Patches of forest vegetation are connective, and in some cases connected. It is of 

particular importance that connectivity reaches far in the area and rather distant forest 

ecosystems of adjacent landscapes are connected through these landscape corridors. An 

important feature of this landscape (not the same in all areas of this landscape type) are the 

linear corridors in river valleys represented by alder or willow belts or small patches of alder 

woodlots. They ensure survival and easy movement for many important animal species 

(otter, for example), and thus represent particularly important structural element for the 

functionality of this landscape in terms of biodiversity conservation. 

In peripheral parts of the corridor of interest, the landscape gets more and more an 

appearance of semi-natural landscape of broadleaved forests. 

200



Populated places are villages of compacted type which are not continuously distributed and 

most often not connected with asphalted roads in between (they are connected with the 

main road Kicevo-Ohrid). Some are almost completely depopulated, and so traditional 

agricultural practices have been abandoned (Vidrani, Judovo, Slivovo), and some others to a 

certain extent. 

In recent times, processes of overgrowing prevail on abandoned fields and meadows with 

adjacent shrub or forest vegetation. 

It is specific that some other human structures are scattered throughout the landscape 

(petrol stations, small factories or plants, queries, etc.) that have been out of operation for a 

long. This only disrupts the appearance of the landscape (paysage), but not its 

functionality 21 . 

Cultural and historical monuments are scarcely represented and limited to certain rural 

settlements. They are mostly represented with churches and cemeteries (usually within the 

church land) 22 . 

3.12.2 Landscape of subalpine broadleaved forests 

Oak forests composed mainly of Sessile oak spread at an altitude higher than 900 m along 

the stretch from the village Judovo to the village Slivovo. They constitute subalpine 

landscape of broadleaved forests in which patches are wood clearings of different 

dimensions. This landscape is of exceptional importance for the carnivores because they 

provide favourable habitat for the individuals migrating between core areas in the frames of 

the National Parks “Galicica”, “Pelister” and “Mavrovo”. Belt of mesophilic oaks and beech 

forests spreads along whole Shar Planina Mt. 

At the stretch near the village Popolzani, this landscape continues through hilly rural 

landscape to the same landscape type on the mountain of Bistra. 

Construction and operation of the railway line Kicevo-Radozda will not have any direct 

impact on the structure and functioning of this landscape and therefore it will not be 

described in detail. 

3.12.3 Urban landscape Kicevo 

There are two urban entireties in the frames of the wider area affected by the construction 

and especially operation of the railway line Kicevo-Radozda: Kicevo and Struga. Only Kicevo 

is situated in the narrow corridor determined for assessment of the line impacts. The 

landscape spreads over the very beginning of the railway line corridor (km 0+000 to km 

1+800). This is a genuine urban landscape, the peripheral part of which is represented with 

degraded land and structures of secondary and tertiary infrastructure. 

Urban landscape has very low importance in terms of biodiversity, but interventions in it 

(such as railway line construction) have impact on people themselves (reduced quality of 

living, pollution, noise). 

3.12.4 Lake plane landscape 

This landscape in Macedonia is found only in Ohrid-Struga Valley and Prespa. In the corridor 

of the line, it spreads from km 36+000 (village Klimestani) to km 54+800 (village Radolista) 

and covers Struga Fields, which is in the most part modified former Struga Marsh. The 

landscape is purely cultural, agricultural. 

21 See the chapter on socio-economic context 

22 See the chapter on cultural heritage 

201



The relief is plane without outstanding elevations throughout the area. The relief is formed 

onto lake terrace, and thus the geological ground is composed of lake sediments. Ohrid 

Lake it self is specific feature of the landscape. The whole area is characterized with high 

level of ground waters apart from the dense canal network installed in the past to drain 

Struga Marsh. 

The landscape is dominated by agricultural land, which means that the matrix is represented 

with fields and other anthropogenically modified habitats (rural settlements and gardens, 

meadows, etc.). The biggest portion of the area is occupied by the matrix. Patchy structure 

of the landscape is made of rare and dispersed habitats with reeds, as well as residues of 

marshy habitats. There are no plane humid forests and woods at all, but there are individual 

remains of forest vegetation (marshy oak, alder or willows) 23 . 

Corridors are represented with canals and marshy vegetation associated with them. The 

most important corridor in the frames of this specific landscape is the old riverbed of Sateska 

and alder belts and remains of woodlots along the riverbed. Most of the length of Sateska is 

not within the corridor of interest for the Environmental Impact Assessment Study related to 

the construction and operation of the railway line Kicevo-Radozda. It may be assessed that 

the functionality of the landscape, in relation to medium and small size mammals and other 

vertebrate and invertebrate fauna, is at satisfactory level (corridors are functional). All 

corridors are presented on the map of habitats (Annex 6 and 7). Visual layout of the 

landscape is given in Appendix 5. 

Anthropogenic establishments, except fields, are represented in this landscape with rural 

settlements and industrial facilities. The most important villages that would be affected 

directly with the construction and operation of the railway line are the villages Klimestani, 

Meseista, Volino, Moroista, Zagracani and Radolista. From among industrial facilities, the 

most important are the plant of the “Oteks” factory near the village Meseiste and the factory 

“Poliplast” for products of plastic mass, the Joint Stock Company “Grafikom” for printing 

activity, Public Enterprise “Jablanica” for parquet and lumber production, Public Enterprise 

for water management “Crn Drim” dealing with water management in Struga area (see the 

chapter on socio-economic context). There are no outstanding cultural or historical 

structures and monuments within the corridor of interest. 

3.13 Population, populated places and economic and social parameters 

The documentation that defines the future railway route, as a part of Corridor 8, Kicevo- Lin 

section, shows that 26 settlements, belonging administratively to four municipalities, are 

directly affected. Analyses have been made in the aforementioned settlements, concerning 

social-geographical and economic-geographical features along the route of the Kicevo- 

Radozda railway line. 

Table 30 Overview of municipalities and settlements within or affected by the corridor along the route 

of the railway line Kicevo-Lin 

Municipality 

KICEVO 

DRUGOVO 

Kicevo 

Settlements 

Brzdani, Vidrani, G.Popolzani, D.Popolzani, Drugovo, Judovo, 

23 With regard to the importance of natural marshy vegetation remains, see chapter 3.11.8.4 

202



DEBARCA 

STRUGA 

Arabinovo, botun, Izdeglavje, Novo Selo, Pesocani, Slivovo, Turje, 

klimestani, Meseista, Volino, Trebenista, 

Mislesovo, Moroista, Struga, Zagracani – Sum, Radolista, Kalista, 

Frangovo, Radozda 

The socio-geographical characteristics are shown through analyses of total population, its 

gender, national, age and some economic structures. 

The economic-geographical aspects have been considered through detailed review of 

agricultural land by land registration lots classified in populated places, municipalities and 

along with a display of land affiliation by property (private, public sector and in total). 

Numerous aspects of development of the primary sector, as well as the other activity 

sectors, are presented and can be noted through this data. 

In terms of railway line environmental impact and functionality of the space on both sides of 

the railway line, various infrastructural aspects of the linear and institutional infrastructure 

have been analyzed. 

3.13.1 Social- geographic characteristics of settlements along the Kicevo- Lin railway 

line route 

3.13.1.1 Total population, population by gender and ethnic structure 

Description of the basic functions of a given space assumes necessary study of the 

characteristics of population and settlements. The basic elements of the population 

demographic structure, in function of comprehending the socio-geographical aspects of the 

area along the Kicevo- Lin railway line route, include: 

-number of population, 

-population gender structure, 

-ethnic structure, 

-population age structure, 

-population characteristics according to economic activity, and 

-households and apartments. 

The study was performed in settlements, classified by municipalities and collectively, 

all along the railway route. Thus, a more complete and more accurate insight in 

characteristics in every particular territory was enabled, and accordingly undertaking of 

adequate measures for status improvement. 

3.13.1.2 Population in numbers 

Natural characteristics of the area, on one hand, and socio-economic aspects, on the other, 

are the basic determinants that have had and still have impact on population coverage in a 

given area. In the case of the corridor along the railway line Kicevo-Lin, most of the 

settlements are scattered in the valleys of rivers Treska, Sateska, Crn Drim and by the Ohrid 

Lake. The population numbers, gender and ethnic structure are shown in Table 31. 

According to overview of the table, it is established that 26 settlements are located along the 

Kicevo-Lin railway line route. The only urban places among them are Kicevo and Struga, 

while the rest are rural. According to data from the 2002 census, these populated places 

have 60992 inhabitants, 43626 of which live in the cities, and the rest (17366) in villages. In 

addition, one settlement has 0-10 inhabitants, seven settlements have 10-100 inhabitants, 

203



four have 100-300 inhabitants, one has 300-500 inhabitants and 13 are with more than 500 

inhabitants. 

In relation to this data is also the population density which in the areas of Debrca villages is 

under 10 inh./km 2 which is relatively low. On the contrary, in the Struga Field, along the 

railway corridor, the population density reaches approximately 350 inh./km 2 , so it is noted 

that the space is rather densely populated. In terms of demographic development, the 

relatively large number of settlements, with less than 100 inhabitants is alarming, due to 

expectations that these settlements may soon be completely depopulated. Such populated 

places are Vidrani and Judovo near Kicevo, and the group of villages in the municipality of 

Debrca, including Arbinovo, Izdeglavje, Novo Selo, Pesocani, Slivovo and Turje, which are 

demographically and economically rather degraded. 

Regarding railway line functional aspects, it is realistic to expect a certain positive impact on 

settlement revitalization, meaning their constant maintenance, provided that part of their 

population is directly involved in the railway. The railway route section from the Botun village 

to the Radozda village passes through the Struga Field, where populated places are 

demographically and economically vital, therefore the railway line positive impacts should be 

many-sided. The case here concerns demographic, economic socio-cultural development 

aspects. 

3.13.1.3 Gender structure of the population 

The population gender structure is one of the demographical indicators that determine the 

population vitality in a certain area, as well as the way of organizing life and work. 

According to data presented in the enclosed tables, it can be concluded that male population 

prevails in the populated areas. The reason for this state mainly relates to the frequent 

emigration of female population, which, in terms of migration, is more dynamic, due to 

emigrational features of the population of these areas, education, marriage (for the younger 

population) etc. 

204

Environmental Impact Assessment Study of the Project for Construction of Railway Line Kicevo-Lin (border with the Republic of Albania) 

Table 31 Overview of total population, population by gender and ethnic structure, by municipalities and populated places along the railway line route Kicevo- 

Lin 

KICEVO MUNICIPALITY 

Settlements 

Total 

population 

Man Woman NATIONALITY 

Macedonians Albanian Turks Roma Vlachs Serbs Bosniaks Other 

KICEVO 27067 13568 13499 15031 7641 2406 1329 75 82 7 496 

TOTAL 27067 13568 13499 15031 7641 2406 1329 75 82 7 496 

DRUGOVO MUNICIPALITY 

Settlements 

Total 

population 



BRZDANI 162 83 79 162 - - - - - - - 

VIDRANI 8 4 4 8 - - - - - - - 

G. POPOLZANI 109 55 54 109 - - - - - - - 

DRUGOVO 1492 786 706 1250 108 128 1 - 2 - 3 

JUDOVO 27 16 11 27 - - - - - - - 

TOTAL 1798 944 854 1556 108 128 1 - 2 - 3 

205


DEBRCA MUNICIPALITY 

Settlements 

Total 

population 



ARBINOVO 26 8 18 26 - - - - - - - 

BOTUN 227 128 99 220 - - - - - - 7 

IZDEGLAVJE 136 64 72 136 - - - - - - - 

NOVO SELO 68 31 37 64 - - - - - - 4 

PESOCANI 95 45 50 95 - - - - - - - 

SLIVOVO 16 7 9 16 - - - - - - - 

TURJE 17 10 7 17 - - - - - - - 

KLIMESTANI 57 33 24 - - - - - - - - 

MESEISTA 779 374 405 776 - - - - - - 3 

VOLINO 462 236 226 226 - - - - - - - 

TREBENISTA 513 251 262 500 - - - - - - 13 

TOTAL 2396 1187 1209 2076 - - - - - - 27 

SREUGA MUNICIPALITY 

Settlements 

Total 

population 



206


MOROISTA 909 450 459 903 6 

MISLESOVO 3507 1754 1753 2791 527 28 13 66 15 - 67 

STRUGA 16559 8221 8338 8901 5293 907 97 550 72 16 723 

ZAGRACANI 1075 540 535 1 1071 - - - - - 3 

SUM 837 431 406 2 823 - - - - - 12 

RADOLISTA 3119 1561 1558 1 3085 - - - - - 33 

KALISTA 1178 589 589 95 1079 - - - - - 4 

FRANGOVO 1739 893 846 - 1734 - - - - - 5 

RADOZDA 808 402 406 806 2 

TOTAL 29731 14841 14890 13500 13622 935 110 616 87 16 855 

Table 32 Collective overview of total population, population by gender and ethnic structure, by municipalities and populated places along the railway line route 

Kicevo-Lin 

Municipality 

Total 

population 



KICEVO 27067 13568 13499 15031 7641 2406 1329 75 82 7 496 

DRUGOVO 1798 944 854 1556 108 128 1 - 2 - 3 

DEBARCA 2396 1187 1209 2076 - - - - - - 27 

STRUGA 29731 14841 14890 13500 13622 935 110 616 87 16 855 

TOTAL 60992 30540 30452 32163 21371 3469 1440 691 171 23 1381 

207



3.13.1.4 Ethnic structure 

Ethnic structure of the population along the route of the railway line Kicevo-Kjafasan is 

heterogeneous. Around 53% of the population are Macedonians, 35% Albanians and the 

remaining 12% are Turks, Macedonian of Muslim religion, Vlachs, Roma, etc. Settlements 

along the route of the railway line from Kicevo to Struga are populated by Macedonians, 

while the section from Struga to the village Radozda is dominated by Albanian, Roman, 

Turkish, Vlach and other population. 

3.13.1.5 Age structure of the population 

The age structure of the population is the main determinant on which the vitality of the 

population depends. In this specific case, it is notable that most of the populated places are 

characterized with significantly higher share of mature and particularly old population. In 

rural settlements, especially those with less than 100 inhabitants, there is almost no young 

population belonging to the age group of 0-19 years. Details of age structure by populated 

places, municipalities and collectively for the corridor, along the railway line route Kicevo- 

Kjafasan, are presented in the tables below. 

Table 33 Overview of population by age groups, by municipalities and populated places along the 

railway line route Kicevo-Lin 


Settlements 

AGE GROUPS 

0-19 г. 20-64 65-> вкупно 

KICEVO 8167 16560 2340 27067 

TOTAL 8167 16560 2340 27067 


Settlements 

AGE GROUPS 

0-19 г. 20-64 65-> вкупно 

BRZDANI 27 92 43 162 

VIDRANI 0 2 6 8 

POPOLZANI 29 59 21 109 

DRUGOVO 453 875 164 1492 

JUDOVO 0 12 15 27 

TOTAL 509 1040 249 1798 


Settlements 

AGE GROUPS 

0-19 г. 20-64 65-> Вкупно 

ARBINOVO 2 5 19 26 

BOTUN 53 128 46 227 

IZDEGLAVJE 22 58 56 136 

NOVO SELO 13 25 30 68 

208



PESOCANI 18 56 21 95 

SLIVOVO 0 3 13 16 

TURJE 0 8 9 17 

KLIMESTANI 6 31 20 57 

MESEISTA 165 400 214 779 

VOLINO 117 262 83 462 

TREBENISTA 106 298 109 513 

TOTAL 502 1274 610 2396 

STRUGA MUNICIPALITY 

Settlements 

AGE GROUPS 

0-19 г. 20-64 65-> Вкупно 

MOROISTA 273 529 107 909 

MISLESEVO 1003 2162 342 3507 

STRUGA 5042 9941 1576 16559 

ZAGRACANI 444 570 61 1075 

SUM 378 411 48 837 

RADOLISTA 1361 1566 192 3119 

KALISTA 494 608 76 1178 

FRANGOVO 749 883 107 1739 

RADOZDA 208 493 107 808 

TOTAL 9952 17163 2616 29731 

Table 34 Collective overview of population by age groups, by municipalities and populated places 

along the railway line route Kicevo-Lin 

Settlements AGE GROUPS СТРУКТУРА ВО % 

0-19 г. 20-64 65-> вкупно 0-19 г. 20-64 65-> вкупно 

kicevo 8167 16560 2340 27067 30,1 61,2 8,7 100 

drugovo 509 1040 249 1798 28,4 57,8 13,8 100 

debrca 502 1274 610 2396 18,8 49,2 32,0 100 

struga 9952 17163 2616 29731 33,5 57,7 8,8 100 

total 19130 36037 5815 60992 31,4 59,1 9,5 100 

Data in the tables shows that the mature age group of 20-64 years prevails with around 

60%. Young age group of 0-19 years, at an average, is represented by around 30 %, and 

population older than 65 years is represented at an average by around 10%. If observed by 

populated places in a municipality, it is notable that the share of old population in Drugovo, 

Debrca and Ohrid is high. This means that the population in the settlements along the 

railway corridor is approaching deep maturity with a tendency towards full depopulation of 

the area. On the other side, the percentage of representation of young population in Struga 

209



Fields is rather high, while the proportion of old population corresponds with the one of 

stable demographic structures of population. 

In the context of the above, there is a serious issue of revitalization of the settlements in the 

Municipality of Debrca, while stable demographic structure of the population can be 

expected in the settlements of Struga Fields and other populated places. 

3.13.1.6 Characteristics of the population by economic activity 

Population by economic activity (persons at an age above 15 years) is a very important 

component of demographic study, as these components enable an insight in socio-economic 

characteristics of a given population. The text below presents data on economically active 

(including data on persons performing activity and persons not performing an activity) and 

economically inactive population. Economically active population consists of persons at an 

age of 15 and older. They have been grouped as persons performing an activity (i.e. 

employed or self-employed) and persons not performing an activity (including persons that 

have terminated their employment for various reasons) and so they look for a job. 

Economically inactive population includes persons who are work able, but for various 

reasons do not look for a job, such as: housewives, persons at military service, in prison, 

students, persons not able to work, retired persons, etc. 

Table 35 Overview of the population by economic activity, by municipalities and populated places 

along the railway line route Kicevo-Lin 


ECONOMICALLY ACTIVE 

ECONOMICALLY 

SETTLEMENTS 

TOTAL 

ALL 

IMPLOY UNIMPLOY 

INACTIVE 

KICEVO 20887 9904 5929 3975 10983 

TOTAL 20887 9904 5929 3975 10983 



ECONOMICALLY 

SETTLEMENTS 

TOTAL 

ALL 


INACTIVE 

BRZDANI 146 23 23 - 123 

VIDRANI 8 1 1 - 7 

POPOLZANI 88 56 27 29 32 

DRUGOVO 1159 688 355 333 471 

JUDOVO 27 5 2 3 22 

TOTAL 1428 773 408 365 655 



ECONOMICALLY 

SETTLEMENTS 

TOTAL 

ALL IMPLOY UNIMPLOY 

INACTIVE 

210



ARBINOVO 24 1 - ARBINOVO 24 

BOTUN 188 66 40 BOTUN 188 

IZDEGLAVJE 120 38 12 IZDEGLAVJE 120 

NOVO SELO 60 19 7 NOVO SELO 60 

PESOCANI 82 32 15 PESOCANI 82 

SLIVOVO 16 1 1 SLIVOVO 16 

TURJE 14 - - TURJE 14 

KLIMESTANI 53 17 14 KLIMESTANI 53 

MESEISTA 666 280 172 MESEISTA 666 

VOLINO 362 162 89 VOLINO 362 

TREBENISTA 431 167 137 TREBENISTA 431 

TOTAL 2016 783 487 TOTAL 2016 



SETTLEMENTS 

TOTAL 

ALL 


ECONOMICALLY 

INACTIVE 

MOROISTA 706 391 224 MOROISTA 706 

MISLESEVO 2770 1343 819 MISLESEVO 2770 

STRUGA 12919 6150 4114 STRUGA 12919 

ZAGRACANI 753 131 90 ZAGRACANI 753 

SUM 550 161 139 SUM 550 

RADOLISTA 1961 389 269 RADOLISTA 1961 

KALISTA 803 185 93 KALISTA 803 

FRANGOVO 1154 375 102 FRANGOVO 1154 

RADOZDA 658 389 244 RADOZDA 658 

TOTAL 22274 9514 6094 TOTAL 22274 

Table 36 Collective overview of the population by economic activity, by municipality along the railway 

line route Kicevo-Lin 


SETTLEMENTS 

TOTAL 

ALL 


ECONOMICALLY 

INACTIVE 

KICEVO 20887 9904 5929 KICEVO 20887 

DRUGOVO 1428 773 408 DRUGOVO 1428 

DEBARCA 2016 783 487 DEBARCA 2016 

211



STRUGA 22274 9514 6094 STRUGA 22274 

TOTAL 46605 20974 12918 TOTAL 46605 

Data presented in tables indicates that economically inactive population accounts for 55%, 

i.e. more than economically active persons whose share is 45%. If we take the unemployed 

persons out of the economically active population, we may conclude that as low as 28% are 

persons performing profession and they support the entire remaining population. It turns out 

that economically inactive population has greater influence on the overall state, where on 

one side there are persons with personal incomes that are most represented in the cities 

Kicevo and Struga and rural settlements in the Municipality Debrca and some villages in 

Ohrid area, and on the other side, as inactive population, there is younger population in the 

populated places of Struga Fields. 

The impact of the railway line, in terms of economic activity of the population, should be 

significant, especially in populated places in Struga Fields where relatively high portion of 

young people that do not perform an activity (in the context of various needs in the railway 

transport, customs and economic systems), they will engage in and around activities 

connected with the railway transport. 

3.13.1.7 Households, members per households and dwellings 

One of the most important indicators of the population vitality, work ability and 

(comparatively) utilization of natural resources within given space, is the number of 

households and especially the number of members per household as the main element in 

assessing the possibility for economic management of agricultural assets. Therefore, the text 

below presents the status concerning the number of households per populated place in 

Osogovo Mountains area compared to the number of population members per household 

and housing units. 

Table 37 Overview of population, households, number of members per households and dwellings, by 

municipality and populated place along the railway line route Kicevo-Lin 


Settlement Total population Households No.of mem. Per households housing 

KICEVO 27067 7510 3,6 9246 

TOTAL 27067 7510 3,6 9246 



BRZDANI 162 53 3,0 99 

VIDRANI 8 5 1,6 26 

G.POPOLZANI 109 36 3,0 55 

DRUGOVO 1492 441 3,4 586 

JUDOVO 5 3 1,7 10 

TOTAL 1776 538 3,3 776 


212




ARBINOVO 26 17 1,5 80 

BOTUN 227 76 3,0 142 

IZDEGLAVJE 136 58 2,3 122 

NOVO SELO 68 37 1,8 39 

PESOCANI 95 43 2,2 88 

SLIVOVO 16 10 1,6 75 

TURJE 17 9 1,9 64 

KLIMESTANI 57 23 2,5 40 

MESEISTA 779 246 3,2 564 

VOLINO 462 137 3,4 244 

TREBENISTA 513 169 3,0 345 

TOTAL 2396 825 5,4 1803 



MOROISTA 909 212 4,3 262 

MISLESEVO 3507 840 4,2 1127 

STRUGA 16559 4261 3,9 5604 

ZAGRACANI 1075 230 4,7 251 

SUM 837 192 4,4 211 

RADOLISTA 3119 667 4,7 703 

KALISTA 1178 283 4,2 341 

FRANGOVO 1739 385 4,5 413 

RADOZDA 808 217 3,7 347 

TOTAL 29731 7287 4,1 9259 

Table 38 Collective overview of the population by age groups, by municipality along the railway line 

route Kicevo-Lin 


KICEVO 27067 7510 3,6 9246 

DRUGOVO 1776 538 3,3 776 

DEBARCA 2396 825 5,4 1803 

OHRID 1811 575 3,1 1193 

STRUGA 29731 7287 4,1 9259 

213



TOTAL 60970 16160 3,8 21084 

Based on the data presented, we may conclude that the number of members per is relatively 

low, basically less than 4 members per household, including urban environments. This 

problem is significant in rural settlements where the number of members per household is 

around 2, and in high number of cases it is less than 2. This especially articulated in the 

populated places Popolzani, Vidrani, Brzdani and Judovo in Kicevo area and the group of 

villages in the area of Debrca, such as Arbinovo, Botun, Izdeglavje, Novo Selo, Pesocani, 

Slivovo and Turje. This means that high proportion of the households have weak economic 

ability to work. The problem of single member households exists, too. 

It can be noted that, at the level of all data, the number of dwellings is higher than the 

number of households by around 25%. This situation is much more explicit in rural 

settlements, which have drastically disrupted demographic structure. There, due to 

depopulation and migration processes, part of the dwellings have been abandoned. In 

demographically more vital populated places, like the cities Kicevo and Struga and major 

populated places Drugovo, Mislesevo, Radolista, etc., the number of dwellings relative to 

households is higher, but not so drastically as in the case of demographically weaker 

settlements. This is due to the fact that some households own more than one dwelling. 

The construction of the railway line is expected to have positive impact on revitalization and 

economic sustainability of the area. 

3.14 Use and categorization of the land around the railway line route 

The analyzed area within the corridor Struga-Kjafasan amounts 6027 ha (Table 39). This 

area should be supplemented by the part of forest habitats, above the tunnel Judovo-Slivovo 

(353 ha), by which the overall area of the corridor reaches 6380 ha. 

Most of this area is made of forests (41.7%) and agricultural land (39.8%). There, Italian and 

Turkey oak forests are predominant covering an area of 2507 ha. To the forest land, we can 

also add riparian alder forests covering 131 ha or 2% of the total area of the investigated 

corridor, which although occupying small areas are very important in terms of biological 

diversity conservation. 

Agricultural land is dominant mainly in Struga Fields. Major part of it is represented by huge 

complexes of fields covering the former Struga Marsh. Therefore, remains of marsh habitats 

are frequently found within agricultural areas. 

Land use in the analyzed space along the railway line Kicevo -Lin is presented in Table 39. 

Table 39 Land use in the analyzed corridor of the railway line Kicevo-Kjafasan 

Purpose of land 

Area 

[ha] % 

FOREST LAND 2658.15 41.66 

Natural forests 2507.54 39.30 

Blagun – gaberovi forests 50.56 0.79 

Ploskachevo – cerovi forests 2391.13 37.48 


Area 

[ha] % 

Well – developed forest 2239.09 35.09 

214




Area 

Degraded stage 34.11 0.53 

Final degraded stage 117.93 1.85 

Chestnut forests 34.64 0.54 

Gorunovi forests 31.21 0.49 

Forest plantation 150.61 2.36 

Blackboron plantations 150.61 2.36 

Near river FORESTS 130.76 2.05 

Evlovi belts and forests 130.76 2.05 

LAND PASTURES(OPEN HABITATS) 33.8 0.53 

Брдски пасишта 33.8 0.53 

Wetlands 74.19 1.16 

Wetland habitats 15.68 0.25 

Wet meadows 56.81 0.89 

Alluwial sands 1.7 0.03 

WET SURFACES 110.49 1.73 

Lake 110.49 1.73 

AGRICULTURAL LAND 2539.22 39.80 

meadows 607.82 9.53 

Fields, vineyards and orchards 1799.23 28.20 

Abandoned fields 132.17 2.07 

RURAL AREAS AND INDUSTRY 480.63 7.53 

Settlements 470.61 7.38 

Urban habitats 184.18 2.89 

Rural habitats 286.43 4.49 

Industry 10.02 0.16 

quarry 1.78 0.03 

separation 1.07 0.02 

Industrial facilities 7.17 0.11 

TOTAL LAND ANALYZED 6027.24 94.47 

HABITATS OVER TUNNEL JUDOVO -SLIVOVO* 353.08 5.53 

TOTAL 6380.32 100.00 

Well – developed forest 2239.09 35.09 

Degraded stage 34.11 0.53 

Final degraded stage 117.93 1.85 

Chestnut forests 34.64 0.54 

*Habitats and land use above the tunnel Judovo-Slivovo have not been analyzed. Most of 

this area is forest land. 

215



Figure 60 Land categorization 

3.14.1 Economic and geographical characteristics of the area along the railway line 


Economic development of a given area is in close correlation with its natural and geographic 

characteristics, such as relief structure of the area, location of populated places, natural 

resources, distribution of the population, level of development of institutional and linear 

infrastructure and other factors. 

Taking into account the above factors, direct perception of the area along the railway line 

route Kicevo-Lin and other economic and geographic characteristics of this mountain massif 

have been considered primarily through review of agricultural areas by cadastre (registered 

land) plots. More precisely, alfa-numerical presentation of cultivable land areas (fields, 

gardens, orchards, vineyards, meadows), pastures, forests, infertile lands, etc., has been 

made. In this context, it was possible to acquire better picture of the size of the basic natural 

resources and their impact on economic development of the region. In close correlation with 

these capacities, we have also considered other economic and non-economic activities and 

aspects of relevance for the sustainable development and use of the space along the railway 

line Kicevo-Lin. Overview of infrastructure availability in populated places and the region was 

made, as well as overview of possibilities for more intensive communication between the 

settlements in the region. 

3.14.1.1 Overview of agricultural areas by registered land plots along the railway line 


The overview of agricultural areas by registered land plots along along the railway line 

Kicevo-Lin is presented by municipality and populated place. Factographic data is also 

216



classified by sectors of ownership, in order to enable clearer perception of the size of 

agricultural areas by registered land plots clustered as cultivable and uncultivable land. More 

precisely, cultivable land is classified as fields, rice fields, gardens, orchards, vineyards and 

meadows. Uncultivable land is classified as areas under pasture, forest, reeds and marshes 

and infertile land. This provides more comprehensive and specific view over natural 

capacities of the space along the railway line Kicevo-Lin. Detailed data is presented in the 

tables below. 

. 

217

ORDINAL NO. 

PROPERITY (HA) 

FIELDS 

RICE FIELDS 

GARDENS 

ORCHARDS 

INTE. 

ORCHARDS. 

VINEYARDS 

INTENSIVE 

VINEYARDS 

MEADOWS 

TOTAL 

TRE.SURF. 

PASTURES 

FORESTS 

SWAMPY 

BARREN LAND 

TOTAL AREA 



Table 40 Overview of agricultural land by registered land plots, by municipalities and populated places along the railway line route Kicevo-Lin 


NAME OF CADASTRAL 

CULTURE 

CULTURE 

MUNICIPALITY 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 

private 54.8 - 1.8 17.2 - 1.3 - 1.8 76.9 135.2 106.9 - 8.8 327.8 

1 BRZDANI 

social 0.2 - - 0.1 - 0.4 - - 0.7 70.8 284.0 - 25.3 380.8 

total 55.0 - 1.8 17.3 - 1.7 - 1.8 77.6 206.0 390.9 - 34.1 708.6 

private 40.0 - 0.9 4.3 - 0.1 - 2.9 48.2 19.9 23.4 - 1.0 92.5 

2 VIDRANI 

social - - - - - - - - - 11.7 130.5 - 14.1 156.3 

total 40.0 - 0.9 4.3 - 0.1 - 2.9 48.2 31.6 153.9 - 15.1 248.8 

G AND D POPOLZANI private 16.9 - 0.9 5.0 - - - 22.5 45.3 26.2 25.8 - 2.0 102.0 

3 

social - - - 0.1 - - - - 0.1 6.1 107.2 - 11.4 124.8 

total 16.9 - 0.9 5.1 - - - 22.5 45.4 32.3 133.0 - 13.4 226.8 

DRUGOVO private 104.9 - - 9.3 - 2.0 - 0.3 116.5 40.0 8.2 - 14.4 179.1 

4 

social 0.5 - - 0.1 - - - - 0.6 137.0 328.4 - 31.7 497.7 

total 105.4 - - 9.4 - 2.0 - 0.3 117.1 177.0 336.6 - 46.1 676.8 

private 47.9 - - 8.1 - 0.1 - 6.4 62.5 162.7 64.3 - 2.5 292.0 

5 ЈUDOVO 

social 1.2 - - 0.2 - - - 0.3 1.7 62.9 464.2 - 22.3 551.1 

total 49.1 - - 8.3 - 0.1 - 6.7 64.2 225.6 528.5 - 24.8 843.1 

private 490.8 - - 99.0 - 16.4 - 37.4 643.6 54.0 29.4 - 136.4 863.4 

6 KICEVO 

social 37.6 - - 37.6 - 44.6 - 5.0 124.8 368.7 449.2 - 281.0 1223.7 

218

ORDINAL 

NO. 

PROPERITY 

(HA) 

FIELDS 

RICE 

FIELDS 

GARDENS 

ORCHARD 

S 

INTE. 

ORCHARD 

ORCHARD 

S 

INTE. 

ORCHARD 

S. 

TOTAL 

TRE.SURF. 

RICE 

FIELDS 

GARDENS 

ORCHARD 

S 

BARREN 

LAND 

INTE. 

TOTAL ORCHARD AREA 


7 


total 528.4 - - 136.6 - 61.0 - 42.4 768.4 422.7 478.6 - 417.4 2087.1 

TOTAL private 755.3 - 3.6 142.9 - 19.9 - 71.3 993.0 438.0 258.0 - 165.1 1856.8 

social 39.5 - - 38.1 - 45.0 - 5.3 127.9 657.2 1763.5 - 385.8 2934.4 

total 794.8 - 3.6 181.0 - 64.9 - 76.6 1120.9 1095.2 2021.5 - 550.9 4791.2 



MUNICIPALITY 

CULTURE 

FIELDS 

FIELDS CULTURE 

1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 

1 TURJE 

2 SLIVOVO 

3 АRBINOVO 

private 281.3 - 0.7 2.6 - 

private 281.3 - 0.7 2.6 - 

1 TURJE 

social 247.5 - - 0.4 - social 247.5 - - 0.4 - 

total 528.8 - 0.7 3.0 - total 528.8 - 0.7 3.0 - 

private 247.7 - 0.9 2.8 - 

private 247.7 - 0.9 2.8 - 

2 SLIVOVO 

social 63.7 - - 0.1 - social 63.7 - - 0.1 - 

total 311.4 - 0.9 2.9 - total 311.4 - 0.9 2.9 - 

private 209.9 - - 2.8 - 

private 209.9 - - 2.8 - 

3 АRBINOVO 

social 47.2 - - - - social 47.2 - - - - 

total 257.1 - - 2.8 - total 257.1 - - 2.8 - 

1 

2 

3 

219



private 258.8 - 1.0 1.5 - 

private 258.8 - 1.0 1.5 - 

4 IZDEGLAVJE 

4 IZDEGLAVJE 

4 

social 20.3 - 0.3 0.3 - social 20.3 - 0.3 0.3 - 

total 279.1 - 1.3 1.8 - total 279.1 - 1.3 1.8 - 

private 165.5 - 0.2 - - 

private 165.5 - 0.2 - - 

5 PESOCANI 

5 PESOCANI 

5 

social 34.6 - - - - social 34.6 - - - - 

total 200.1 - 0.2 - - total 200.1 - 0.2 - - 

private 136.5 - 0.1 1.3 - 

private 136.5 - 0.1 1.3 - 

6 NOVO SELO 

6 NOVO SELO 

6 

social 14.8 - - 0.1 - social 14.8 - - 0.1 - 

total 151.3 - 0.1 1.4 - total 151.3 - 0.1 1.4 - 

private 293.0 - 0.4 3.2 - 

private 293.0 - 0.4 3.2 - 

7 BOTUN 

7 BOTUN 

7 

social 76.6 - - - - social 76.6 - - - - 

total 369.6 - 0.4 3.2 - total 369.6 - 0.4 3.2 - 

private 113.3 - 0.2 16.0 - 

private 113.3 - 0.2 16.0 - 

8 

KLIMESTANI 

KLIMESTANI 

8 

8 

social 14.2 - - - - social 14.2 - - - - 

total 127.5 - 0.2 16.0 - total 127.5 - 0.2 16.0 - 

private 440.2 - 8.0 61.5 - 

private 440.2 - 8.0 61.5 - 

9 

MESEISTA 

9 

9 

MESEISTA 

social 157.2 - 0.9 15.7 - social 157.2 - 0.9 15.7 - 

total 597.4 - 8.9 77.2 - total 597.4 - 8.9 77.2 - 

10 VOLINO 

private 357.9 - 5.3 49.9 - 10 VOLINO private 357.9 - 5.3 49.9 - 10 

social 6.4 - - 5.5 - social 6.4 - - 5.5 - 

220

ORDINAL NO. 


FIELDS 

RICE FIELDS 

GARDENS 

ORCHARDS 

INTE. 

ORCHARD 

ORCHARDS 

INTE. 

ORCHARDS. 

TOTAL 

TRE.SURF. 

FIELDS 

RICE FIELDS 

GARDENS 

ORCHARDS 

BARREN LAND 

INTE. ORCHARD 

TOTAL AREA 


11 


total 364.3 - 5.3 55.4 - total 364.3 - 5.3 55.4 - 

private 371.0 - 7.9 52.8 - 

private 371.0 - 7.9 52.8 - 

11 

TREBENISTA 

TREBENISTA 

social 20.1 - 0.2 3.1 - social 20.1 - 0.2 3.1 - 

total 391.1 - 8.1 55.9 - total 391.1 - 8.1 55.9 - 

private 2875.1 - 42.8 194.4 - TOTAL private 2875.1 - 42.8 194.4 - 

TOTAL 

social 702.6 - 2.2 25.2 - social 702.6 - 2.2 25.2 - 

total 3577.7 - 45 219.6 - total 3577.7 - 45 219.6 - 

11 



MUNICIPALITY 

CULTURE 

FIELDS 

CULTURE 

1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 

1 MOROISTA 

2 KOROSISTA 

private 436.1 - 8.0 20.5 - 

private 436.1 - 8.0 20.5 - 

1 MOROISTA 

social 22.2 - 0.2 21.3 - social 22.2 - 0.2 21.3 - 

total 458.3 - 8.2 41.8 - total 458.3 - 8.2 41.8 - 

private 230.9 - 13.3 13.2 - 

private 230.9 - 13.3 13.2 - 

2 KOROSISTA 

social 0.4 - - - - social 0.4 - - - - 

1 

2 

221



total 231.3 - 13.3 13.2 - total 231.3 - 13.3 13.2 - 

private 788.0 - 1.6 118.0 - 

private 788.0 - 1.6 118.0 - 

3 МISLESEVO 

3 МISLESEVO 

social 160.6 - - 95.6 - social 160.6 - - 95.6 - 

total 948.6 - 1.6 213.6 - total 948.6 - 1.6 213.6 - 

private 205.8 - 3.6 49.6 - 

private 205.8 - 3.6 49.6 - 

4 STRUGA 

4 STRUGA 

social 289.6 - 1.7 68.5 - social 289.6 - 1.7 68.5 - 

total 495.4 - 5.3 118,1 - total 495.4 - 5.3 118,1 - 

private 237.3 - - 14.9 - 

private 237.3 - - 14.9 - 

5 ZAGRAC.SUM 

5 ZAGRAC.SUM 

social 14.7 - - - - social 14.7 - - - - 

total 252.0 - - 14.9 - total 252.0 - - 14.9 - 

private 213.2 - - 19.3 - 

private 213.2 - - 19.3 - 

6 RADOLISTA 

6 RADOLISTA 

social 0.1 - - - - social 0.1 - - - - 

private 213.2 - - 19.3 - private 213.2 - - 19.3 - 

social 110.4 - 0.6 4.8 - 

social 110.4 - 0.6 4.8 - 

7 KALISTA 

7 KALISTA 

total 1.1 - - - - total 1.1 - - - - 

private 111.5 - 0.6 4.8 - private 111.5 - 0.6 4.8 - 

social 86.3 - - 13.6 - 

social 86.3 - - 13.6 - 

8 FRANGOVO 

8 FRANGOVO 

total 0.2 - - - - total 0.2 - - - - 

private 86.5 - - 13.6 - private 86.5 - - 13.6 - 

3 

4 

5 

6 

7 

8 

222

ORDINAL NO. 


FIELDS 

RICE FIELDS 

GARDENS 

ORCHARDS 

INTE. 

ORCHARD 

ORCHARDS 

INTE. 

ORCHARD 

MEADOW 

TOTAL 

TRE.SURF. 

FORESTS 

SWAMPY 

SWAMPY 

BARREN LAND 

TOTAL AREA 



STRUGA MUNICIPALITY (cont.) 


CULTURE 

MUNICIPALITY 

CULTURE 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 

private 4.6 - - 1.0 - 2.4 - 23.5 31.5 75.1 179.1 - 2.5 288.2 

9 MALI VLAJ 

social - - - - - - - - - 74.0 607.4 - 13.4 694.8 

total 4.6 - - 1.0 - 2.4 - 23.5 31.5 149.1 786.5 - 15.9 983.0 

private 29.9 - - 3.8 - 8.3 - 15.4 57.4 118.4 187.7 - 11.3 374.8 

10 RADOZDA 

social 1.3 - - - - 0.6 - 0.4 2.3 67.5 317.7 - 32.0 419.5 

total 31.2 - - 3.8 - 8.9 - 15.8 59.7 185.9 505.4 - 43.3 794.3 

TOTAL private 2342.5 - 27.1 258.7 - 71.2 - 313.6 3013.1 447.0 1011.0 0.5 192.4 4664.0 

11 

social 490.2 - 1.9 185.4 - 2.5 - 6.7 686.7 639.7 2218.6 0.1 448.4 3993.5 

total 2832.7 - 29.0 444.1 - 73.7 - 320.3 3699.8 1086.7 3229.6 0.6 640.8 8657.5 

223

ORDINAL 

NO. 

PROPERITY 

(HA) 

FIELDS 

RICE 

FIELDS 

GARDENS 

ORCHARD 

S 

INTE. 

ORCHARD 

ORCHARD 

S 

INTE. 

ORCHARD 

MEADOW 

TOTAL 

TRE.SURF. 

FORESTS 

SWAMPY 

SWAMPY 

BARREN 

LAND 

TOTAL AREA 



Table 41 Collective overview of agricultural areas by registered land plots, by municipalities and populated places along the railway line Kicevo-Lin 

KICEVO-LIN RAILWAY LINE 


CULTURE 

CULTURE 

MUNICIPALITY 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 

DRUGOVO private 755.3 - 3.6 142.9 - 19.9 - 71.3 993.0 438.0 258.0 - 165.1 1856.8 

1 

social 39.5 - - 38.1 - 45.0 - 5.3 127.9 657.2 1763.5 - 385.8 2934.4 

total 794.8 - 3.6 181.0 - 64.9 - 76.6 1120.9 1095.2 2021.5 - 550.9 4791.2 

DEBARCA private 2875.1 - 42.8 194.4 - 146.9 0.3 313.1 3554.5 112.3 417.5 - 100.8 4185.1 

2 

social 702.6 - 2.2 25.2 - 45.4 - 30.7 805.3 488.2 6669.2 - 974.1 8936.8 

total 3577.7 - 45 219.6 - 192.3 0.3 343.8 4359.8 600.5 7086.7 - 1073.9 13121.9 

private 197.9 - 1.1 24.3 - 45.4 - 3.5 272.2 87.0 1937.9 - 464.0 2761.1 

social 1480.3 - 22.5 204.5 - 189.5 - 68.8 1965.6 126.8 1957.7 - 495.9 4546.0 

STRUGA total 2342.5 - 27.1 258.7 - 71.2 - 313.6 3013.1 447.0 1011.0 0.5 192.4 4664.0 

3 

private 490.2 - 1.9 185.4 - 2.5 - 6.7 686.7 639.7 2218.6 0.1 448.4 3993.5 

social 2832.7 - 29.0 444.1 - 73.7 - 320.3 3699.8 1086.7 3229.6 0.6 640.8 8657.5 

total 5972.9 55.4 596.0 - 238.0 0.3 698.0 7560.6 997.3 1686.5 0.5 458.3 10705.9 

TOTAL 

private 1232.3 3.3 248.7 - 92.9 - 42.7 1619.9 1785.1 10651.3 0.1 1808.3 15864.7 

total 7205.2 58.7 844.7 - 330.9 0.3 740.7 9180.5 2782.4 12337.8 0.6 2265.6 26570.6 

224



Tables above present data on the size of areas by registered land plots, by municipalities 

and populated places along along the railway line Kicevo-Lin. Total of 26 areas of populated 

places covering 26570,6 hectares (265 km 2 ) have been included. This means that the 

average size of rural area amounts around 10 km 2 . Nevertheless, although the immediate 

corridor occupies only around 60 km 2 (corridor on right and left of the railway line route with 

a total width of 1 km), analyses have been made to cover whole areas of the populated 

places. 

Out of the total area of the territory of 26570,6 hectares, 15864,7 hectares or 59.7% are 

socially owned, and the rest of 10705,9 hectares or 40.3% are in the private sector. 

Owing to the characteristics of the territory (predominantly mountainous area), cultivable 

land area covers around 1/3 of the territory of the settlements in the corridor or 9180,5 

hectares. Fields of 7205.2 hectares prevail, then orchards with 844.7 ha, meadows with 

740.7 ha etc. Most of the cultivable areas are in private ownership. Changes in lifestyle and 

economy management of the population in the course of the last decades has resulted in 

part of these territories not being cultivated, and so we can conclude that they supplement 

uncultivable areas, especially those under pastures and forests. 

Uncultivated area (pastures, forests, reed marshes and swamps, barren land) occupies 

around 2/3 of the territory along the route of the railway line Kicevo-Lin. The largest areas 

are under forest -12337.8 ha, followed by 2782.4 ha under pastures, 2265.6 ha barren land, 

etc. Major part of uncultivated land area is socially owned, or precisely around 1/4 of the 

mentioned area is privately, and 3/4 socially owned. This applies in particular on populated 

places in Kicevo area and the area of Debrca, where areas of the populated places are 

dominated by hilly and mountainous characteristics of the land. Private sector has bigger 

share in rural areas of Struga Fields, so that 1/2 of the settlements' areas are in private, and 

the rest in social ownership. 

In the context of the above described situation, practical extension of the railway line through 

Struga Fields, with a length of around 20 km, will affect around 1000 hectares privately 

owned land within the corridor itself, part of which will have to be subject to expropriation of 

land, which assumes expenditures to regulate the matter. This process will inevitably be 

carried out along the whole route of the railway line; however, given the configuration of the 

relief and the size of registered land plots under forest, pastures, barren land etc., in the area 

of Kicevo, Debrca and around the section leading to the border with the Republic of Albania, 

the issue will not be very difficult. The statement can be supported by the fact that the route 

of the railway line in these areas passes through tunnels and bridges, which makes the need 

for land expropriation significantly smaller. 

3.15 Existing or planned infrastructure around the route 

Characteristics of the infrastructure in a certain area are very important components of daily 

functioning and work needs of the population. In the sphere of infrastructure equipment, 

economic, institutional and linear infrastructures are almost equally important. 

3.15.1 Economic infrastructure 

Considering geographical characteristics, the economic infrastructure of the immediate 

corridor of the route of the Kicevo- Lin railway line is not very developed. The bigger part of 

the corridor passes through economically underdeveloped rural areas, including the section 

from Drugovo to the village of Meseista and the section from Radolista to Radozda. Primary 

activities from the agriculture domain (farming and fruit-growing on insignificant surfaces as 

gardens) and forestry (as a natural recourse which, in conditions of abandoned and 

demographically weakened populated areas, is uncontrollably exploited by forest enterprises 

225



and illegal woodcutters) predominate in this area. Livestock breeding, in conditions of 

depopulated settlements, only developed to the level of satisfying insignificant personal 

needs. In the secondary sector domain, regarding the aforementioned sector of the railway 

route, industrial facilities are non-existent. 

The economic infrastructure from the secondary activities domain is present in the urban 

areas of Kicevo and Struga, and in some of the larger rural areas in the Struga Field. In 

Kicevo for example, some of the most distinguished industrial facilities include: Construction 

Company “Bistra Drvo”, Public Enterprise “Elektrostopanstvo”, Joint Stock Company “Zito 

Karaorman” for production of flour, bread and bakery, Joint Stock Company EMO, 

operational unit for steel latticed pillars, that is to say production of metal constructions, Joint 

Stock Company “Tane Celeski” for production of tools, Joint Stock Company “Tajmiste” for 

production of string products, Textile Works “Kikoteks”, forest management Public Enterprise 

“Lopusnik” etc. More distinctive facilities in Struga include: Joint Stock Company "Struzanka" 

for production of textile products and curtains, Joint Stock Company “Grafikom” for printing 

activities, Public Enterprise “Jablanica” for production of parquet and timber, Public Water 

Management Enterprise “Crn Drim” for water management, Joint Stock Company “Ilinden” 

for skyscraper construction, Joint Stock Company “Jugotrans” for passenger transport and 

other facilities. A textile branch factory of “Oteks” is found in the village of Meseista. 

The railway line impact on the development of every domain economic infrastructure should 

undoubtedly be positive and a development factor. At the same time, expanding economic 

capacities, as well as establishing new facilities of other domains with enhanced production, 

transport and trade capacities, should be expected. 

3.15.2 Institutional infrastructure 

In terms of institutional infrastructure in populated areas near the railway corridor, excluding 

several of the settlements around Kicevo (Vidrani, Judovo) and around Debrca (Turje, 

Slivovo, Arbinovo etc.), almost all bigger settlements have schools, out-patient clinics, 

commercial facilities, posts, gas stations and some restaurants and tourist facilities. Other 

institutional infrastructure facilities from the sphere of banking, tourism (hotels, motels, 

resting areas etc.), social-cultural and other facilities are found in the areas of the cities of 

Kicevo and Struga, as well as some villages near the Ohrid Lake. 

The railway line, with its accompanying elements (railway stops and stations), should impact 

revitalizing and expanding of institutional infrastructure capacities in settlements near the 

railway. 

3.15.3 Linear infrastructure 

The linear infrastructure along the route of the Kicevo- Lin railway line, is mainly composed 

of highways, regional and local roads, and at certain locations a water-supply and electricity 

infrastructure. 

The planned railway line route intersects several highways and regional roads. More 

specifically, the route intersects the Kicevo- Ohrid highway, near the village of Popolzani, 

and once again at the section near the Botun gorge. Furthermore, the railway line intersects 

the Struga- Debar regional road, near the city of Struga, and once again the Struga- 

Kjafasan highway, near the village of Frangovo. Multiple intersections with local roads occur 

along the way, in the Debrca area and the Struga Field, such as intersections with the local 

roads leading to villages Arbinovo, Izdeglavje, Novo Selo, Belcista, Volino, Moroista, 

Zagracani-Sum, Kalista and other less significant roads. This situation will have certain 

impacts regarding the existing communication of settlements with highways and through 

226



them with urban centers near the railway line. In this context, adequate technical measures 

for establishing an open natural communication of space on both sides of the railway line are 

inevitable. 

The railway line compulsorily intersects many water management objects, such as the river 

Sateska canal gravitating towards the Ohrid Lake, the Crn Drim river, the underground 

aqueduct from the village of Radolista towards Struga, as well as several canals of the 

amelioration network in the Struga Field. These objects correlations will most certainly 

disrupt the existing ecological balance. Thus, the need for adequate technical solutions is 

inevitable, minimizing the railway line negative environmental impacts. 

At certain points, the railway line comes across elements of the electro-distribution network, 

present in the railway corridor. This occurs at several places in the Debrca area and the 

Struga Field. 

3.16 Forests 

3.16.1 Forest and forestry management in the Republic of Macedonia 

3.16.1.1 Forest management 

Under the Law on Forests (Official Gazette of RM no. 64/09, all forests in the Republic of 

Macedonia, depending on geographical, natural and economic characteristics, are divided 

and organized into parts/units called forest management units (FMUs). There are 197 FMUs 

on the territory of the Republic of Macedonia (current status). Each FMU, depending on the 

relief, topography, hydrography, composition, structure, age, and other natural 

characteristics and criteria, is divided/organized in smaller parts, called sections or 

subsections. Subsection is the smallest geographical, natural and economic spatial 

organizational unit in the frames of a FMU. All measures and activities within a FMU (forest 

growing, protection and use) are planned and carried out at the level of subsection. 

Management plans are prepared for each FMU. The validity of plans is 10 years. The plans 

are approved and adopted by the MAFWE, upon prior conducted review and issued consent 

by relevant institutions and entities. No activities in the forest, except physical protection, can 

be carried out beyond the plan. With regard to forests of economic purpose, commercial 

management plans are adopted, while for the forests within protected areas, management 

plans include elements of the content of the forest commercial management plans, as an 

integral part (Article 29 of the Law on Forests). 

A FMU, based on its geographical and natural characteristics, covers part of a mountain 

massif or one smaller hilly lower mountain massif, one or more landscapes, one or more 

biomes, several climate-vegetation-soil zones/belts, several habitats and several growth 

sites and habitats. 

According to the purpose, forests are divided into forests for economic/commercial purpose 

and forests for special purpose. Forests for commercial purpose should primarily have 

commercial, while forests for special purpose have conservation, natural, scientific, cultural, 

historical, defense, etc. importance. Significant part of the forests for commercial purpose, 

owing to their natural and economic characteristics, should be designated for forests for 

special purpose, as they do not have economic value and perform exclusively generally 

useful functions. Forests with special purpose, regardless of the use, and for the purpose of 

their sustainable development, require provision of sustainable sources of funding. 

According to the ownership, forests in the Republic of Macedonia are in state and private 

ownership. Forests of religious communities are treated as private ownership. 

State forests for commercial purpose are managed by the PE “Macedonian Forests”, and 

private ones by their owners, most of whom are organized into Association of private forests 

owners. 

227



Forests with special purpose (national parks, forest reserves, multi-purpose areas, training 

and scientific forests, forest parks, etc.) are managed by public institutions national parks, 

public institutions for multi-purpose area management, PE “Macedonian Forests”, public 

enterprises at local level (Skopje, Vinica, Strumica, etc.), Agriculture and Forestry School 

“Gjorce Petrov” from Kavadarci, etc. The management entity, depending on the category of 

protection and purpose, is determined by the Assembly and the Government of the Republic 

of Macedonia. 

Under the Law on Forests, forests for commercial purpose owned by the state are 

managed by the Public Enterprise “Macedonian Forests” with its headquarters in Skopje. 

The public enterprise comprises 30 branches. Public enterprise, both at headquarters and 

branch levels, is organized into sectors (preparation of plans and programmes; growing, 

protection and ecology of forests; use of forests and other wood products; plan and analysis; 

investment and development; hunting and hunting tourism; commerce; finance and legal 

administrative affairs. 

Under the applicable legislation and official national forest classification (forests for special 

purpose), the forests for economic/commercial purpose prevail in the structure by purpose, 

with 92%. Many forests with exclusively conservational or other ecological functions, 

officially have a treatment of economic forests, while in fact exist as forests with special 

purpose (many artificially erected and natural forests in the zones of watershed areas of 

water accumulation, protection of settlements, transport routes and many other). Many of 

those forests have been and still are great burden to the forestry of the Republic of 

Macedonia. Such forests require permanent investments. Unfortunately, up to date, although 

many of them have been erected under decisions of national bodies and authorities and 

prepared and reviewed project documentation, they have not gained the treatment and the 

attribute of protection forests or forests with other ecological function. 

Under the current legislation, decisions of the Assembly of the Republic of Macedonia, 

decisions of the Government, and even decisions of municipal assemblies (adopted before 

1991), forests for special purpose are managed by public institutions, public enterprises 

on state and local levels and public educational institutions. Individual decisions of municipal 

assemblies adopted before 1991, concerning forests for species purpose, have neither been 

disputed, nor reviewed and still exist as such. 

Forests in the three national parks are managed by three public institutions (national park 

administrations), and the five protection forests and forests for special purpose are managed 

public enterprises, i.e. institutions at central and local level. 

Forests in multi-purpose area – forest reserve “Jasen” are managed by the Public Enterprise 

for management and protection of the multi-purpose area “Jasen”, with its headquarters in 

Skopje. 

The Park Forest Vodno is managed by the PE “Parks and Greenery”-Skopje. Forest for 

training and scientific purposes “Mihajlovo” – Kavadarci is managed by the state secondary 

school “Gjorce Petrov” from Kavadarci, etc. 

Other forests managed by state or local public enterprises cover small areas and have no 

significant role in the creation of forestry policy and general importance of forests for the 

sustainable development and promotion of forests and environment in the Republic of 

Macedonia (Forest Park Gazi Baba, Forest Park Vinica, etc.). 

3.16.1.2 Game management 

Under the Law on Hunting (Article 36-43), the game in the hunting sites in the Republic of 

Macedonia, with the approval of the Government, is awarded for use (concession) to legal 

228



persons and hunters’ societies registered for performance of hunting activities, by way of 

concession for a period of 10 to 20 years. 

In the Republic of Macedonia, based on natural conditions and concepts and strategies for 

development of agriculture and forestry as dominant space users, regionalization of habitats 

and spatial distribution of hunting and breeding centres have been made. There are 11 

hunting management areas in the country, in which all hunting sites for small and big size 

game are grouped. 

3.16.2 Goals of forestry development 

The goals of sustainable development and improvement of forests and forestry in the 

Republic of Macedonia should be in line with the strategic projects for forest sustainable 

management and use, including primarily: Strategy for Sustainable Development of the 

Forestry in the Republic of Macedonia, and Action Plan for its implementation, adopted by 

the Government in 2006, as well as the Spatial Plan of the Republic of Macedonia and Plans 

for sustainable use and management of forests. 

Under the said strategic and other projects, by 2020, priority is given to the following goals: 

Integrated planning and management of space in mountain regions; 

Sustainable use, extension and improvement of forest resources; 

Higher proportion of leaved and native tree species; 

More dense and better quality network of forest infrastructure; 

Improvement of assortment structure; 

Rational and cost-efficient use of timber and timber waste; 

Expansion and standardization of production assortment; 

Improvement of conditions and possibilities for use of the potential of other wood 

products; 

Enrichment and expansion of biodiversity, especially fauna; 

Achievement of sustainable and development balance in natural resources use 

(forests, water, soil, biodiversity, etc.; 

Valorization of generally useful ecological functions of forests; 

Improvement and promotion of forest protection system, etc. 

Most of the measures and activities for sustainable development, improvement and use of 

forests are contained in the action plans of the mentioned strategic documents, mainly 

Strategy for Sustainable Development of the Forestry in the Republic of Macedonia by 2006, 

Action Plan for the Strategy implementation, as well as projects for forestry transformation in 

the Republic of Macedonia. 

The most important provisions, decisions, measures and activities aimed at establishing 

conditions and possibilities for implementation of the Spatial Plan of the Republic of 

Macedonia, meaning also achievement of the goals of the Strategy for Sustainable 

Development of the Forestry in the Republic of Macedonia, include the following: 

‣ political will to implement spatial plans and strategies; 

‣ professional, scientific, political and public campaign towards amendment of the 

legislation in the area of forestry for the purpose of acquiring and implementing the 

concept of integrated management and use of the space in mountainous regions; 

229



‣ implementation of the Spatial Plan of the Republic of Macedonia and the Strategy for 

Sustainable Development of the Forestry in the Republic of Macedonia, in the 

domains of forestation and amelioration of forests. 

‣ establishment of information system for marketing, monitoring of the status in forests, 

planning, production, market, conservation, etc; 

‣ amelioration of degraded forests and shrublands through direct and indirect 

conversion; 

‣ fostering native, leaved, commercial species and disease and pests resistant 

species; 

‣ timely implementation of planning activities in forests growing and conservation 

(clearing, lightning, selective cutting, phased and final cuttings, fire prevention lines, 

etc.); 

‣ increased investment in projection and implementation of sustainable modern forest 

road infrastructure; 

‣ investment in modern techniques and technology (modernization of the processes of 

opening, growing, use and conservation of forests – modern and multi-functional 

machinery); 

‣ establishment and development of information system and modern infrastructure for 

marketing, planning, designing, collection, processing, packaging and search for and 

provision of markets for other wood products; 

‣ establishment of institutional and economic climate for rapid development of hunting 

and investment in protected areas – reserves and other habitats of importance for 

fauna; 

‣ establishment of legal and institutional framework for integrated management of 

mountainous ecosystems and frameworks for sustainable regime of use, balance 

and development of natural resources (forest-water-mineral resources-game, etc.); 

‣ campaign for valorization of generally useful and social functions of forests; 

‣ inventory and Cadastre of forests; 

‣ certification of tall trunk forests; 

‣ establishment and development of monitoring centre and network and protection of 

forests against diseases, pests, forest fires and disasters; 

‣ continuous education of the staff in forestry, state administration, education and other 

institutions at all levels (from workers to the manager in chief), etc. 

In the past period, until the end of 1990s, there was a trend of permanent improvement of 

forest resources in scope and quality and environment as a whole. Basically, this was due to 

political and public will and state support for forestation of bare lands, erosive and ungrown 

forest lands and outside forests. In parallel with the forestation, investments were made in 

amelioration of degraded forests and shrublands. All these projects were implemented with 

the support from the state budget and state institutions, primarily the Assembly of SRM, 

MAFWE, Fund for forestation (which existed until 1990) and of course strong efforts of the 

Forest Management Enterprises and local institutions. 

In the coming period, apart from enhancement of the productive capacity of forests, priority 

task will be to improve the efficiency of forestation as first precondition for enlargement of 

overall areas under forest. This assumes professional attitude and approach to this primary 

measure and activity in forestry. 

230



Other significant measure and activity concerns amelioration of degraded forests and 

shrublands. 

Existing openness of forests is not sufficient and not in function of forestry development, 

primarily in terms of growing, protection and use of forests, development of hunting and 

hunting tourism, protection and use of other forest products, as well as development of rural, 

mountain and monastery tourism. Important measures, activities and investments should be 

made in forest road infrastructure as one of the dominant capital investments in the 

development of hilly and mountainous regions in the country and development of rural 

municipalities (National Strategy for Development of Agriculture and Rural Areas 2007- 

2013). 

Considering the current status and increasingly occurring climate change, great attention 

should be paid to the protection of forests against plant diseases and pests, with particular 

accent on forest fires. In this context, it is necessary to observe and apply the laws in the 

country and functioning of legal state consistently. 

Based on the above and current circumstances in the country, primarily in forestry, the real 

projection of the forestry development in the next 10 to 12 years should focus on sustainable 

development, and promotion should be subject of the next spatial plan. 

This conclusion is founded on the set goals and measures in applicable (current) plans for 

forests management, implemented goals and activities in the past 10 year period of 

regulation (analysis of forest management and use in the past) and certainly current financial 

situation in forestry, as well as the need for transformation of the forestry system. 

The goals and the measures for implementation of the forthcoming activities in forestry are 

envisaged in the Action Plan for the implementation of the Strategy for Sustainable 

Development of the Forestry in the Republic of Macedonia. Their execution is directly 

conditioned by political will and commitment and activities for their accomplishment. The 

main roles in this process belong to: the Government, governmental institutions, primarily 

MAFWE and entities with the basic activity in the management of forests for special and 

commercial purposes, as well as non-governmental organizations and associations, 

primarily the Association of private forests owners. 

3.16.3 Status of crops in the contact zone 

Within the corridor - the railway line route Kicevo-Radozda, in the contact zone of 500 m on 

left/right, there are 6 (six) forest management units (FMUs), and three more are located in 

the immediate surrounding. Forests within those FMU are mostly used for commercial 

purposes and mainly in state ownership. All state owned forests are managed and operated 

by the Public Enterprise "Macedonian Forests", through the following forest management 

branches (FMB): 

- FMB “Lopusnik” – Kicevo (3), 

FMU Mazatar; FMU Drenovo, FMU Belicka Reka-Preseka 

- FMB “Galicica“– Ohrid (2) 

FMU Slavej 1, FMU Volnista 

- FMB “Karaorman“–Struga (1) 

FMU Jablanica-Radozda. 

The forests in private ownership, the share of which is low, but very significant in terms of 

expropriation, are manged by their owners. Part of these forests also include artificially 

erected plantations, primarily of black pine. For the purpose of fast and effective 

231

area 

Total increment 

wood 

Pllaned afforestation 



implementation of expropriation procedure, it is necessary to undertake measures and 

activities for quick and efficient updating of ownership (office based and field activities). 

The corridor/route of the railway line should pass through 133 subsections distributed in the 

mentioned FMUs. For each of these FMUs, there is 10-year management plan, with different 

duration of their validity 

Measurement, calculation and planning of different forest activities, like forestation, seedling, 

various growing measures, main cuttings, are carried out at the level of subsection. 

Data in the tables below is taken from the plans, proportionally estimated for the contact 

area in relation to proportional coverage of these subsections in the contact zone. The 

following species are presented on the maps in Appendix 8: 

beech - green (dark and light, depending whether it is low-trunk or tall-trunk) 

oak - brown (different colour intensity for different species) 

pine - red (different colour intensity for black pine, white pine and other pine species) 

other leaved trees – yellow with a mark in the box (cg – black hop hornbeam, bg – 

white hop hornbeam, br – acacia, bz - birch, js - aspen) 

fir – blue 

douglasia – violet. 

Table 42 –Woodstock by Forest Management Units 

Forestry commercial unit 

ha m 3 m 3 ha m 3 

Drenovo 321 1070 21536 0 0 

Belicka reka - Preseka 193 295 22479 0 0 

Mazatar 478 596 25017 0 9285 

Slavej 1 180 312 12434 0 0 

Volnista 373 595 14503 0 2370 

Jablanica - Kafasan 298 269 10484 0 0 

TOTAL 1821 3284 113017 5 13036 

WITHOUT TUNNEL 1403 2762 92753 5 12551 

OVER TUNNEL 418 522 20264 0 485 

The contact zone of the railway line incorporates 1821 ha of forest in total (covered by 

regulation plans), out of which 1403 ha are in the free zone, and around 418 ha above 

tunnels. The zone above tunnels is not included in further calculations. 

232



Within the said area, the total annual increment is 27 620 m 3 wood mass. Overall wood 

mass in these forests is 92 753 m 3 . It has been planned 24 to cut out 12 551 m 3 out of the 

total annual increment for a period of 10 years (amounting 27 620 m 3 ), which means that the 

reserve available for cutting is 45.4% of the increment. In addition to this, it has been 

planned to forest only 5 ha (forestations carried out through the action The day of the tree 

are not included in these calculations). 

The age of plantations ranges between 5 and 100 years, and the average age is 44 years. 

In terms of existing risk of forest fires (categorization 1-4 class), in categorized subsections, 

the average risk is of 3 rd category. 

Figure 61 Overview of forest management units in the contact zone along the route 

24 In plans with 10 years validity 

233

Type of crops by type 

Type of crop 

area 

area 



wood 

wood 





Table 43 Composition of crops by growing type 

ha m 3 m 3 ha m 3 

CLEAN TOTAL 898 1555 61147 5 9954 

TOTAL 505 1207 31606 0 2597 

stemmed 1237 2354 77700 0 11243 

high 166 408 15053 5 1308 

3.16.4 Manner of management 

According to composition of crops, pure crops prevail represented mostly by Italian and 

Sessile, with segments of black pine and chestnut. 

Low-trunk crops are absolutely dominant in the area. This category incorporates all crops of 

leaved species: different oaks, beech, black and white ho hornbeam, etc. 

Tall-trunk crops are actually the crops planted artificially, mostly with black pine. This group 

also includes crops of chestnut. 

Table 44 Composition of crops by species 

ha m 3 m 3 ha m 3 

CLEAN SUBCONTRACT 

BLACK PINE 58 159 5593 0 83 

GORUN 573 970 35848 0 4246 

Ploskach 254 411 18418 5 5625 

CHESTNUT 13 16 1287 0 0 

SUBCONTRANC 

White gaber 85 67 2873 0 0 

Cer 8 9 581 0 0 

Black gaber 30 30 1803 0 0 

Blagun 6 4 105 0 

Black pine –other type 74 662 5173 0 329 

234

Type of crops by type 

area 


wood 




Cer 

33 62 3268 0 0 

Cer 

108 198 10424 0 0 

White gaber 117 113 4975 0 2268 

chestnut 45 62 2405 0 0 

The average amounts of wood mass in these subsections fall within the averages for the 

Republic of Macedonia. The plans for forest management I the mentioned FMUs envisage 

different measures for use. Under the plans, the 10 year increment available for cutting is 

12551 m 3 . The greatest increment available for cutting has been planned in the FMU 

Mazatar 1. In low-trunk degraded crops of oak and beech, resurrection cutting is primary. 

The cutting interval with these crops is 40 years. There are sufficient crops mature for cutting 

in the subject area. As opposed to them, in tall-trunk crops of black pine established by 

artificial way, i.e. planted at great density of 2000 seedlings/ha, only selective cutting has 

been envisaged to optimize the number of trunks and the quality of wood pulp, and better 

survival of trunks is provided in case of strong winds, snow, etc. (In black pine crops not 

treated in this way, the trunks are thin and tall and thus their mechanical properties are lower 

and damages from wind and slow are visible). If the construction of the railway line is not 

harmonized with the dynamics of execution of planned forest activities, disturbance of the so 

called production process could occur. 

235



3.17 Erosive processes in the contact zone 

Figure 62 Risk of erosion along the route 

The Figure shows that, in general terms, there is lower risk of erosive processes in the 

contact zone (category 4 and 5). In plane parts, the terrain is of category 5, and parts under 

forest belong to categories 3, 4 and 5. It should be pointed out that it is the dense forest 

cover exactly which provides protection to the terrain from erosion; however, due to the 

influence of erosive factors, potential change in land cover and removal of forest vegetation 

would take the land into higher risk categories 1 or 2. 

236



Figure 63 Erosiveness at sections 

The highest degree of erosive processes (categories 1 and 2) exists in the area around 

Belicka Reka in Treska (south of Popolzani). A risk of second category erosion also exists 

near the village Botun. The risk of erosion in other parts of the contact zone is mainly low. 

3.17.1 Status of crops in the construction zone of the railway line 

Description of the route through the railway line axis: 

Note: The term bare land used in the text refers to land not grown over with forest and also 

unregulated. 

Route through FMU DRENOVO 

237



From the station Kicevo, it passes through bare land, and then enters section 5 g (pine 

artificially planted crops) in a length of 800 m. 

Then, it passes through bare land with rare woody vegetation not included in the plan. Then, 

it passes through section 1 b (oak) in a length of 100 m. From there, it proceeds through 

agricultural land. 

Route through FMU Belicka Reka - Preseka 

It enters in this FMU near the village Dolno Popolzani, at station km 108 in subsection 72 b. 

Then, it runs for 350 m through a forest of Italian and Turkey oak. In this section, there are 

viaducts above the section. Then, it runs for 200 m through 71 d (Italian and Turkey oak) and 

220 m through 71 g (Italian and Turkey oak). In this section, there is also viaduct above the 

section, as well as short tunnel above 70 v. Then, it runs for 100 m through 69 d (Italian and 

Turkey oak), and then through bare land and enters section 68 where tunnel 5 is located. 

After the exit from the tunnel, it runs for 100 m through 68 b (Turkey oak and Sessile oak), 

and then again through bare land and enters into tunnel 6 from where it exits in section 67 

where it runs for 70 m through 67 d (Turkey and Downy oak). After that, the route runs for 

550 m through 67 g (Downy oak and white hop hornbeam) and part through bare land (with 

rare oak-hop hornbeam vegetation, but not covered by the plan). It enters 66 v (Downy oak 

and white hop hornbeam) and runs for 70 m through a forest and then 70 m through bare 

land and then again through forest for 70 m and from there it enters tunnel 7. After the exit 

from the tunnel, it runs for 70 m through section 66 g (Downy oak and Turkey oak). Through 

section 65 g, it alternately passes through forest and bare land, of which the forest of Turkey 

and Sessile oak amounts 300 m. Just before the village Judovo, the route changes the 

direction towards southeast and enters in 58 on a bare land and there, at km115 it enters in 

the long tunnel no. 8. 

FMU Volnista 

From the tunnel, the route exits below the village Slivovo. Here, the route enters section 13. 

By slight replacement for 100 m lower, it is possible to avoid a route through a Sessile oak 

forest. In this section, the route runs for 400 m. Then, the route enters section 15, first in 

tunnel 9, and then passes through a Sessile oak forest in 15 а and 16, in a total length of 

300 m, passing on its way through bare lands as well and reaching the village Arbinovo. In 

this part, the route runs through agricultural land. 

FMU Slavej 

In this unit, the route enters south-southwest of the village Arbinovo in section 141 b and 

runs through 141 b and g through Italian oak forest in a length of 700 m. The route also 

passes by a black pine crop in a length of 300 m. It enters tunnel 10 and from there exits and 

runs through agricultural land areas up to the village Pesocan. 

From there, the route runs outside the boundary of the forest. Then, it passes between FMU 

Slavej and FMU Mazatar which are physically separated by the shore area of the river 

Sateska. 

FMU Mazatar 

Near the village Botun, the route enters section 78 and 81, passing through tunnel 11. After 

the exit from the tunnel, it passes again through plane agricultural land. Up to Klimestani, the 

route runs along the boundary of the forest, i.e. sections 83 а (Italian oak), 84 v (black pine) 

and 85 v (black pine with acacia) in a total length of 1km. 

Then, the route runs through agricultural land from the village Meseiste, up to after Struga 

near the village Kalista. 

238



FMU Jablanica - Kjafasan 

In this unit, the route runs between sections 6 and 23, but it does not enter any of them. 

Near section 7а, it enters a tunnel and then exits for short above the village Radozda and 

reaches section 1а, an area grown over with Italian oak and hop hornbeam in a length of 

350 m. 

To calculate the potential loss during construction activities, we have calculated the surface 

area and the wood mass within the construction zone of the route. 

The route passes through 19 sections in 5 FMUs. The construction zone along the axis of 

the railway line was calculated for a width of 50 m. 

Under such conditions, the route passes through 4.85 km in forest in total (without the part of 

tunnels). The construction zone covers an area of 24,25 ha under forest. The overall wood 

mass in this zone amounts 1854.25 m 3 . Apart from wood mass, there is also potential loss of 

annual increment of wood mass of 42.44 m 3 in total. 

Table 45 Characteristics of the forest in the railway line route (along axis) 

The construction zone of the railway line also includes temporary storehouses for materials 

and access roads. Project documentation does not contain data on the position and length of 

the access roads. This is of particular importance because construction of access roads 

assumes destruction of additional forest. During the route construction, the opening of 

239



access road through oak forest results in a loss of at least 50-60 m 3 /km additional forest, at 

an average. 

The available documentation also lacks data on the number, size and distribution of 

temporary storehouses. This impact can not be assessed accurately. Yet, a loss of around 

70-100 m 3 /ha wood mass should be included in the calculations as well. 

3.18 Natural heritage 

With reference to the railway line route from Kicevo to the populated place Radozda, in the 

context of natural heritage, the following should be underlined: 

‣ According to the Spatial Plan of the Republic of Macedonia, sectoral Study on natural 

heritage conservation, the number of identified objects of nature within the subject area 

is 10 as presented in the next Table. 

Table 46 Objects of nature 

1. Cave ”Utova Dupka” Drugovo 

Drugovo 

2. Cave Kalina dupka 

3. Cave Ginceica 

4. Suvi Dol 

Drugovo 

Drugovo 

5. Belcisko blato Belcista 

6. Pesocanska river Belcista 

7. Cave Jaorec Belcista 

8. Ohrid lake Ohrid, Struga 

9. Dabovi Stebla Struga 

10. Platan s. Kali[ta Struga 

Particular attention should be devoted to Belcisko Blato (swamp), located close to the 

route. This is due to the fact that this monument of nature is characterized with unique 

natural values, especially indigenous flora and fauna. The site Belcisko Blato has been 

included in the national Emerald network of areas of special conservation interest and 

has been proposed for designation as strict natural reserve under the Spatial Plan of the 

Republic of Macedonia. It is necessary to identify potential negative impacts of the 

railway construction on this site, primarily on biodiversity. Close care has to be taken of 

the maintenance of the site integrity and conservation of natural habitats, before all. 

‣ In addition to the above, it should be taken into account that a part of the railway line 

gets close to the Lake of Ohrid and therefore the impact of the railway construction on 

the habitats and biodiversity, as well as hydrological characteristics of the area, should 

be assessed. Under the national legislation, Ohrid Lake has been designated for 

protected area of III category - Monument of nature and is part of the world natural and 

cultural heritage (UNESCO). 

‣ Near the route, there is a site with oak trunks, within the populated place Moroista, which 

has been planned for designation as monument of nature. 

240



‣ Near the route, in the yard of the St. Bogorodica Monastery, in the populated place 

Kalista on Ohrid Lake shore, there is a Plane tree (Platanus orientalis) trunk, designated 

for protected area in the category of monument of nature. 

‣ Part of the railway line route, in Struga region, passes through the area which is part of 

the world cultural and natural heritage of Ohrid region (UNESCO). With reference to this 

region, care should be taken of the following sites possessing natural values: 

- Sublakustricki springs near the church of St.Bogorodica of Kalista 

- The site of Kalista which is the only natural habitat for yellow water-lily (Nuphar lutea) at 

Ohrid Lake. 

- The site Podmolje is away from the route, but it is the most wide spread reed belt 

(Phragmites australis) at Ohrid Lake and natural habitat for threatened bird species and 

sprawning ground for the carp. For these reasons, attention has to be paid to this object 

of nature as well. 

3.19 Cultural heritage 

Several cultural and archeological sites have been recorded on the wider area of the 

railway line route. They are presented in a table below (Archeological map of RM, 

1994), and graphically in Appendix 6. 

241



Table 47 Archeological sites 

Archaeological 

Settlement Specifically position Meaning and time Description Concern 

site 

1 Kamen Most - Opale Radolista 1,5 km NE from the town Settlement for neolith Several graves Probably 

2 Kitino Kale and Kitka Kicevo In the town Bronze age Settlements None 

3 St. Ilija Meseista 1 km NE form the town Settlement form bronze age Pieces from ceramics None 

4 Dere – kaj Cesma Trebenista NW from the town Settlement form bronze age Pieces from ceramics Probably 

5 Dupen Kamen Struga West side Necropolis from Hellenistic time Several Hellenistic graves i None 

6 Popolzani Popolcani In the town Settlement from Rome age basis Probably 

7 Dzepino Frangovo In the town Settlement from Rome time 100-100 m basis Probably 

8 Kaldrma Radozda 300 m west from the town Road from Rome time Via Egnatia Probably 

9 Feriste – Petrin Dol Frangovo Around 1 km NW Settlement from Rome time Graves Probably 

10 Kadri church Frangovo SW side Middle age church basis Probably 

11 Laista Novo Selo 2 km SW Graveyard from Rome time Arhitektonic object Probably 

242





site 

12 Monastery of St.Bogorodica Kalista In the chick Middle age church Pieces in the curch None 

13 Selce Brzdani 2 km North Settlement form late antic age basis 

Probably 

14 Seliste Brzdani 1,5 km west Settlement form late antic age Pieces from ceramics 

Probably 

15 Bogorodicna Krasta Brzdani On the hill Middle age church basis 

Probably 

16 Kula Pesocani 500 m east Middle age church basis 

Probably 

17 Zadel Botun 500 m NW Settlement form late antic age Pieces from ceramics 

Probably 

18 Gorno Pole Meseista west Settlement form late antic age basis Probably 

243





site 

19 Cemetery Ciflik Koroista 500-800 m, near the quarry Settlement form late antic age graveyards 

Probably 

20 

Kale 

Koroista 1,5 km NE Middle age church Pieces from ceramics 

Probably 

21 Rasnica Koroista South direction Settlement form late antic age Pieces from ceramics Probably 

22 Radolista Radolista East side Settlement form late antic age Pieces from ceramics Probably 

23 Arapian Cementary Sum South-east Settlement form late antic age graves None 

24 Gradi[te Vidrani East side Settlement form late antic age graves Probably 

244





site 

25 Livadiste Judovo Settlement form late antic age 

Probably 

26 Dobra Voda Arbinovo 1 km SW Middle age church basis 

Probably 

27 Krivi Zagoni - Lozista Meseista 400 m west Settlement form late antic age graves 

Probably 

28 Lozja - Buzelica Kalista west Middle age church graves None 

29 Latinska Crkva Koroista 1 km south 

Middle age church 

graves Probably 

30 Gypsy cementery Radolista east 

Middle age church 

31 Behind Lozja Meseista 1,2 km SW Settlement form late middle age Pieces from ceramics None 

32 Dzuma - Dzumija Sultan Bajazit dzamija Kicevo In the town None 

245





site 

33 Environment of Kicevo Kicevo In the surrounding of the town Middle age moneys money None 

34 Rim church Drugovo Near the curch Middle age church graves Probably 

35 Vodici Brzdani 300 m west Middle age church graves 

Probably 

36 Seliste Svinjiste 3 km west Middle age church graves Probably 

246



4 Assessment of environmental impacts of the project implementation 

4.1 Safety aspects 

The most important safety aspects related to linear projects, i.e. railway line, concern 

derailing, collisions, fires and explosions (including sabotages or terrorism), trains falls, 

clashes with passenger traffic or people in moments of line crossing, etc. 

Considering the fact that the subject railway line is electrified, safety aspects from incidental 

explosions of fuels in locomotives or stations for fuel filling are excluded. During the railway 

line designing and construction, provisions of the Law on Safety in the railway System 

(Official gazette of RM no.47/10) will be observed. 

From among potential accidents related to a linear project, the first ranked are of course the 

collisions. Proper placement of road and traffic signalization and adherence to it will result in 

avoidance of high number of these accidents. 

Fires may break out from rails sparkling or lack of care by passengers, as well as in cases of 

transport of inflammable material by way of its sparkling. In order to avoid unwanted fires, 

the railway operator will regularly maintain the surface around the rains and train regularly its 

staff in proper operation of the railway transport. 

4.2 Impacts on biological diversity 

4.2.1 Sensitivity of habitats and ecosystems 

Based on the description of the current status of environmental media in Chapter 3 and 

especially chapter on the status of biological diversity (Chapter Error! Reference source 

not found.), as well as by application of nationally and internationally recognized criteria, 

sensitivity of ecosystems and habitats was assessed (including also human settlements as 

habitats). The most sensitive places and their natural and human induced values were 

underlined. Making distinction of these key or valuable ecosystems, habitats or places is 

necessary in order to achieve thorough assessment of possible impacts of the construction 

and operation of the planned railway line Kicevo-Radozda and propose effective measures 

for their protection or future management. 

4.2.1.1 Methodology 

Sensitivity was assessed using a matrix designed specifically for this purpose. The matrix 

was used to asses the sensitivity of natural ecosystems and habitats exclusively. 

4.2.1.2 Matrix creation 

Ecosystems/sites (presented in orders) were assessed by criteria (shown in columns of the 

table of the matrix). 

4.2.1.3 List of assessed ecosystems/sites 

The following ecosystems (described in Chapter 3.11.4) were assessed: Downy oak-Hop 

hornbeam forests, Italian and Turkey oak forests, chestnut forests, Sessile oak forests, alder 

forests, willow belts, marshy oak stands, hilly pastures, calcareous rocks, siliceous rocks, 

Ohrid Lake, rivers, streams, springs, swamps, humid meadows, black pine plantations, 

meadows, fields, vineyards, orchards, gardens, urban habitats and rural habitats. 

Some of the ecosystems (like marshy) included several plant associations which were not 

assessed individually. 

247



4.2.1.4 Description of criteria 

Total of 14 criteria were used to asses the sensitivity of the above listed ecosystems and 

habitats: 

1. EU Directive 92/43/ЕЕС; 

2. Rare communities in Macedonia; 

3. Well preserved natural communities; 

4. Presence of species from IUCN Global Red List; 

5. Presence of species important for Europe (European Habitat Directive); 

6. Presence of endangered birds; 

7. Presence of endemic species; 

8. Presence of rare species; 

9. Landscape values; 

10. Economic values; 

11. Abundance in species; 

12. Geomorphological and geological value; 

13. Protection from erosion; 

14. Value of the protection from pollution. 

Criteria were selected to reflect national and international (European and global) importance 

of ecosystems/habitats and their species composition that can be found in the project and 

wider analyzed area. The more valuable the habitat (more applicable criteria), the more 

sensitive it is. 

Criterion 1 – Habitat Directive (Council Directive 92/43/ЕЕС concerning the protection of 

natural habitats and wild flora and fauna). The List of important habitats is given in Annex I- 

Types of natural habitats of interest for the Community the conservation of which requires 

designation of special areas for conservation. 

Criterion 2 - Rare communities in Macedonia. Rareness of the communities was assessed 

on the basis of the expert experience and current knowledge on communities distribution. 

Criterion 3 - Well preserved natural communities. Extent of naturalness i.e. scope of human 

intervention and manner of land use was assessed on the basis of the expert judgment. 

Criterion 4 - Presence of species from IUCN Global Red List. Number of species 

enrolled in the IUCN Global Red List in the habitat determines its value. Categories of the 

IUCN Red List are described below: 

EXTINCT (EX). The taxon is extinct when there is no reasonable doubt that the 

last individual has been extinct. A taxon is presumed Extinct when exhaustive 

surveys in known and/or expected habitat, at appropriate times (diurnal, 

seasonal, annual), throughout its historic range have failed to record an 

individual. Surveys should be over a time frame appropriate to the taxon’s life 

cycle and life form. 

EXTINCT IN THE WILD (EW). A taxon is Extinct in the Wild when it is known only to 

survive in cultivation, in captivity or as a naturalized population (or populations) well 

outside the past range. A taxon is presumed Extinct in the Wild when exhaustive 

248



surveys in known and/or expected habitat, at appropriate times (diurnal, seasonal, 

annual), throughout its historic range have failed to record an individual. Surveys should 

be over a time frame appropriate to the taxon’s life cycle and life form. 

CRITICALLY ENDANGERED (CR). A taxon is Critically Endangered when the best 

available evidence indicates that it meets any of the criteria A to E for Critically 

Endangered, and it is therefore considered to be facing an extremely high risk of 

extinction in the wild. 

ENDANGERED (EN). A taxon is Endangered when the best available evidence 

indicates that it meets any of the criteria A to E for Endangered (see Section V), and it is 

therefore considered to be facing a very high risk of extinction in the wild. 

VULNERABLE (VU). A taxon is Vulnerable when the best available evidence indicates 

that it meets any of the criteria A to E for Vulnerable (criteria from A to E are not 

described in this Study), and it is therefore considered to be facing a high risk of 

extinction in the wild. 

NEARLY THREATENED (NT). A taxon is Near Threatened when it has been evaluated 

against the criteria but does not qualify for Critically Endangered, Endangered or 

Vulnerable now, but is close to qualifying for or is likely to qualify for a threatened 

category in the near future. 

LEAST CONCERN (LC). A taxon is Least Concern when it has been evaluated against 

the criteria and does not qualify for Critically Endangered, Endangered, Vulnerable or 

Near Threatened. Widespread and abundant taxa are included in this category. 

DATA DEFICIENT (DD). A taxon is Data Deficient when there is inadequate information 

to make a direct, or indirect, assessment of its risk of extinction based on its distribution 

and/or population status. A taxon in this category may be well studied, and its biology 

well known, but appropriate data on abundance and/or distribution are lacking. Data 

Deficient is therefore not a category of threat. Listing of taxa in this category indicates 

that more information is required and acknowledges the possibility that future research 

will show that threatened classification is appropriate. It is important to make positive 

use of whatever data are available. In many cases great care should be exercised in 

choosing between DD and a threatened status. If the range of a taxon is suspected to 

be relatively circumscribed, and a considerable period of time has elapsed since the last 

record of the taxon, threatened status may well be justified. 

NOT EVALUATED (NE). A taxon is Not Evaluated when it is has not yet been 

evaluated against the criteria. 

Criterion 5 - Presence of species important for Europe. This criterion takes into account 

European Habitat Directive and IUCN Red List. Important species in the Habitat Directive 

are listed in: 

Annex II – Animal and plant species of interest for the community the conservation of 

which requires designation of special areas for conservation 

Annex IV - Animal and plant species of interest for the community in need for strict 

protection 

Criterion 6 - Presence of endangered birds. This criterion is based on several 

conventions. Birds are assessed separately because of their good elaboration in 

international conventions. The following conventions have been taken into account: 

249



А. Bird Directive – Council Directive 79/409/ЕЕC on the conservation of wild birds 

Annex I – Species with special measures for conservation with regard to their habitat in 

order to secure their survival and reproduction in their area of spread. In this context, the 

following should be taken into account: 

• Species endangered with extinction 

• Species vulnerable by specific changes in their habitats 

• Species considered rare because of their small population or limited local 

distribution 

• Other species requiring particular attention because of the specific nature of 

their habitat 

Annex II – Due to their population level, geographical distribution and reproduction degree in 

the community, species listed in Annex II may be subject of hunting under the international 

legislation. Member States should ensure that the hunting of these species does not 

jeopardize the conservation efforts in their area of distribution. 

Annex II/1 – Species related to Annex II/1 may be hunted in seas and on land where 

this Directive is applicable. 

Annex II/2 - Species related to Annex II/2 may be hunted only in Member States as 

specified in their legislations. 

Annex III – Member States should prohibit, with regard to all birds occurring in wild on the 

European territory of the Member States, sale, transport and breeding for sale, offers for sale 

of alive or dead birds and any recognizable part or derivative of such bird. 

B. Bonn Convention 

Appendix I – Species threatened with extinction 

Appendix II – Migratory species protected by agreements. 

Migratory species that have unfavourable status of conservation or would have significant 

benefit from the international cooperation organized by concluded agreements, are listed in 

Appendix II of the Convention. Therefore, the Convention encourages the parties to carry out 

global or regional agreements and management of individual species or, very often, group of 

listed individuals. 

C. SPEC – Species of interest for European conservation (only for birds) 

SPEC 1 

SPEC 2 

SPEC 3 

Non-SPEC E 

European species of interest for global conservation 

Unfavourable status of conservation in Europe, concentrated in Europe 

Unfavourable status of conservation in Europe, not concentrated in Europe 

Favourable status of conservation in Europe, concentrated in Europe 

Non-SPEC Favourable status of conservation in Europe, not concentrated in Europe 

D. European threatened status (ETS) 

• CR – Critically endangered – if the European population falls under any of the criteria 

of IUCN Red List of critically endangered 

250



• EN - Endangered - if the European population falls under any of the criteria of IUCN 

Red List of endangered 

• VU - Vulnerable - if the European population falls under any of the criteria of IUCN 

Red List of vulnerable 

• D - Declining - if the European population does not fall under any of the criteria of 

IUCN Red List, but has declined by more than 10% for 10 years or three generations, 

• R - Rare - if the European population does not fall under any of the criteria of IUCN 

Red List, and is not declining, but counts less than 10000 reproductive pairs (or 

20000 individuals or 40000 overwintering individuals) and is not bordering major non- 

European population 

• H – Harassed – if the European population does not fall under any of the criteria of 

IUCN Red List and is not rare or declining, but it has not recovered yet from 

moderate or major declining suffered thereby in the period from 1970 to 1990 

• L – Localized - if the European population does not fall under any of the criteria of 

IUCN Red List and is not rare, exhausted and declining, but is significantly 

concentrated with more than 90 % of the European population in 10 or less sites. 

• S - Safe - if the European population does not fall under any of the above listed 

criteria 

• DD – Data Deficient – if there is no adequate information to make direct or indirect 

assessment of its risk for extinction based on its distribution and/or population status 

• NE – Not Evaluated – if its European population has not been evaluated by the 

criteria 

Criterion 7 - Presence of endemic species. This criterion assesses the number of present 

endemic species in the habitat. The result shown in Table 48 is the average of the results on 

endemic species of flora and fauna. 

Criterion 8 - Presence of rare species. This criterion assesses the number of present rare 

species in the habitat. The result shown in Table 48 is the average of the results on rare 

species of flora, fauna and fungi. 

Criterion 9 - Landscape values. Landscape value has been assessed on the basis of 

several characteristics: structural and functional importance of certain landscape, aesthetic 

value, rarity in Macedonia, etc. 

Criterion 10 - Economic values. The importance of the economy determines this criterion. 

The most important economic values in the project area are connected with forestry, water 

potential and livestock breeding. 

Criterion 11 – Diversity of species. The overall value of biodiversity, i.e. diversity of species 

has been assessed on the basis of expert judgment. 

Criterion 12 - Geomorphological and geological value. The basis of this criterion was the 

presence of significant geomorphological and geological structure. It should be pointed out 

that the result of the matrix relates only to some sites within the range of the assessed 

habitat. 

Criterion 13 - Protection from erosion. One of the important features for preservation of the 

natural conditions is the potential for protection of the habitat against erosion. 

Criterion 14 - Value of the protection from pollution. Absorption capacity for pollutants is 

very important feature of ecosystems. It is based on expert judgment. 

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4.2.1.5 Scoring and ranking 

Scoring of all habitats for each of the 14 listed criteria ranged from 0 to 3. The meaning of 

these scores is as follows: 

0 – no occurrence/insignificant 

1 – low occurrence/significance 

2 – medium occurrence/significance 

3 – strong occurrence/significance 

The sum of scores for the habitat determines its sensitivity. The highest possible sum is 42. 

Ranking of sensitivity was made on the basis of the following table: 

0 - 10 – low sensitivity (ls) 

11-20 – medium sensitivity (ms) 

21-30 – high sensitivity (hs) 

31-42 – very high sensitivity (vhs) 

The meaning of each extent of sensitivity is described below: 

ls – no specific obstacle for construction activities; yet, aesthetic value of the 

landscape should be protected and unnecessary destructions and excessive disturbances 

should be avoided; impact on this habitat will be of minor significance. 

ms – construction activities are allowed, but the work should be carried out with 

precaution, destruction of these habitats or their parts should be avoided; if destruction is 

unavoidable, recultivation measures should be undertaken; impact on this habitat will be of 

medium significance. 

hs – such places, biotopes and sites have enormous significance with regard to 

natural or economic values; any type of construction activity should be avoided; if there is no 

other solution, then maximum measures should be undertaken to protect the site; when 

natural sites are affected, special construction regime is applied (e.g. seasonal restrictions, 

strict territorial recommendations, etc.); any damage caused on these ecosystem types 

should be recovered and compensated in accordance with the Law on Nature Protection. 

Permanent monitoring should be organized by the Investor during construction activities. 

vhs – all construction activities are prohibited; any construction activity near such 

places or sites should be restricted and preventive measures should be undertaken as in the 

case of highly sensitive habitats/sites. Very strong negative impacts will cause irreversible 

changes in these habitats/sites, i.e. they will be lost permanently. Investor should organize 

permanent monitoring during construction works as in highly sensitive habitats/sites. 

4.2.2 Assessment of the sensitivity of habitats 

Based on the described methodology, assessment of the sensitivity of habitats found in the 

investigated corridor was made. The analysis of the results showed that urban habitats had 

lowest value (5 points in total), and Ohrid Lake (38 points and alder belts (31 points) had the 

highest value. 

None of the habitats was assessed as very highly sensitive. Total of six habitats was 

assessed as highly sensitive (hs): chestnut forests, Sessile oak forests, alder belts and 

forests, stands of marshy oak, rivers and marshes. The group of medium sensitive (ms) 

includes 12 habitats: Downy oak and hop hornbeam forests, Italian and Turkey oak forests, 

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EU Directive 92/43/ЕЕС; 

Rare communities in 

Macedonia; 

Well preserved natural 

communities; 

Presence of species from 

IUCN Global Red List; 

Presence of species 

important for Europe 

(European Habitat Directive); 

Presence of endangered 

birds; 

Presence of endemic 

species; 

Presence of rare species; 

Landscape values; 

Economic values; 

Abundance in species; 

Geomorphological and 

geological value; 

Protection from erosion; 

Value of the protection from 

pollution. 

total 

sensitivity 



willow belt, hilly pastures, calcareous rocks, siliceous rocks, streams, springs, meadows, 

fields, vineyards and rural habitats. Other four habitats were assessed as lowly sensitive (ls): 

black pine crops, orchards, gardens and urban habitats. 

Table 48 Matrix determining the sensitivity of habitats 

Habitats 

Downy oak-Hop 

hornbeam forests 

Italian and 

Turkey oak 

forests 

2 0 0 1 2 1 0 1 1 0 1 0 2 1 12 ms 

1 0 2 1 1 1 1 1 2 3 1 1 3 2 20 ms 

chestnut forests 3 2 2 1 1 1 1 1 3 2 2 1 2 2 24 hs 

Sessile oak 

forests 

1 1 2 1 1 1 1 1 3 3 2 1 3 2 23 hs 

alder forests 3 1 2 1 1 1 1 1 2 2 1 1 2 3 22 hs 

willow belts 3 3 3 2 2 2 1 2 3 2 2 1 2 3 31 vhs 

marshy oak 

stands 

3 1 3 0 2 2 0 1 2 0 1 0 3 1 19 ms 

hilly pastures 2 0 0 1 1 1 1 1 1 0 2 1 1 1 13 ms 

calcareous rocks 2 1 2 1 1 1 1 1 2 0 2 2 0 1 17 ms 

siliceous rocks 2 1 1 1 1 0 0 1 1 0 1 1 0 0 10 ms 

Ohrid Lake 3 3 3 3 3 3 3 3 3 3 3 1 1 3 38 vhs 

rivers 3 3 3 2 2 1 2 1 3 1 1 1 0 0 23 hs 

streams 2 2 2 2 2 1 2 1 2 1 1 1 0 0 19 ms 

springs 2 2 2 0 1 0 1 1 1 1 1 0 0 0 12 ms 

swamps 3 2 1 2 2 2 1 2 2 2 2 1 2 3 27 hs 

humid meadows 0 0 2 0 0 0 0 0 1 1 1 1 2 1 9 ls 

black pine 

plantations 

1 2 1 1 1 1 1 1 2 2 2 1 2 2 20 ms 

meadows 2 2 1 1 1 2 1 2 2 2 2 1 2 2 23 hs 

fields 1 0 0 0 1 3 0 0 2 3 1 0 0 0 11 ms 

vineyards 1 0 0 0 1 1 0 0 2 3 1 0 1 0 10 ms 

orchards 1 1 0 0 1 1 0 0 1 2 0 0 1 0 8 ls 

gardens 1 0 0 0 1 1 0 0 2 2 1 0 1 0 9 ls 

urban habitats 0 0 0 0 0 1 0 0 1 3 0 0 0 0 5 ls 

rural habitats 1 1 1 1 1 1 0 1 1 2 1 0 0 0 11 ms 

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4.2.2.1 Sensitivity of individual habitats 

The text below elaborates the sensitivity of individual habitats. Also, all possible conflicts and 

problems that could occur during the railway construction and operation have been 

indicated. 

1. Downy oak and hop hornbeam forests (ms-12) 

These forests have low economic significance because of their scarce presence in the 

investigated corridor. Most of them are degraded and no major conflicts are expected during 

the railway construction and operation. 

2. Italian and Turkey oak forests (ms-20) 

These forests have great economic significance because they are the main forest resource 

exploited by forest enterprises. However, these forests in Macedonia are climate zonally 

distributed, and cover the largest area within the investigated corridor among all forest 

habitats. 

Part of the designed route passes through Italian and Turkey oak forests which leads to an 

expected direct destruction of part of these forests for the purposes of the railway line 

construction and access roads opening. In addition to this, the construction of the line will 

result in fragmentation and disruption of other landscape characteristics. 

3. Chestnut forests (hs-24) 

Chestnut forests in Macedonia have disjunctive spread with most of the aerial in western 

Macedonia Chestnut forests which have been significantly modified under the influence of 

people are found near the village Radozda. 

The route of the planned railway line passes through this habitat, and we can expect direct 

destruction of part of this habitat and probable destruction of some individual chestnut 

trunks. 

4. Sessile oak forests (hs-23) 

Sessile forests compose climate zonal belt in Macedonia and have wide distribution. Within 

the investigated corridor, they develop on Preseka, above the long tunnel between the 

villages Judovo and Slivovo. Therefore, no conflicts are expected during the railway 

construction and operation. 

5. Alder belts (hs-22) 

Alder belts are priority species for conservation under the EU Habitat Directive. These 

communities are important for their specific ecological functions (control of pollution, 

protection from floods and erosion, symbiotic nitrification, enrichment of soil with nitrates). 

They are azonal type of vegetation connected with the flow of rivers and streams, and they 

are found in a form of woodlots within certain marshes. In the investigated corridor, most of 

alder communities occur in a form of riparian belts. 

During the railway construction, direct destruction of alder communities or modification of 

hydrological regime in their biotopes is possible. 

6. Alder forests (vhs-31) 

Alder forests are more important than alder belts. They occur near the villages Botun and 

Arbinovo. Alder forests in Macedonia are widely spread, and the best preserved stands at 

the level of Macedonia are found within the wider area of the railway line corridor. Alder 

forests have important role in supporting high biological diversity and play important role in 

preventing floods and pollution. 

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Alder forests are the only habitat assessed as very highly sensitive. Any destruction of alder 

forests is not permissible. A more serious conflict situation could occur near the village 

Arbinovo, where the route of the railway line runs close to alder forest and marshy habitats. 

Figure 64 Alder belt along river Sateska near the village Arbinovo 

Figure 65 Alder belt along the river Treska 

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7. Willow belts (ms-19) 

Willow belts have similar ecological functions like alder communities. Within the investigated 

corridor, they occupy very small areas, and accordingly have much lower importance and 

lower sensitivity. 

During the construction and operation of the railway line, no major problems are expected in 

relation to willow belts. 

8. Marshy oak stands (hs-21) 

Marshy oak in Macedonia is a rare species, and its stands are even rarer. Several trunks in 

the church yard in the village Moroista are considered to be the best preserved stand in 

Macedonia. Apart from the national importance, communities of marshy oak are enrolled in 

the list of habitats for conservation under the EU Habitat Directive. This stand is outside the 

investigated corridor and no impacts are expected from the railway construction and 

operation. However, we can not exclude the possibility for direct damages on some 

individual marshy oak trunks in Struga Fields. 

9. Hilly pastures (ms-13) 

Hilly pastures in Macedonia are widely spread, especially in central and eastern parts where 

they occupy large areas. Within the investigated corridor, actually no typical communities of 

hilly pastures grow, but they occur in some transitional succession phases of abandoned 

agricultural lands or strongly degraded forest ecosystems. In addition to this, these areas are 

rather small and have no significant importance for biological diversity. 

During the construction of the planned railway line, direct destruction of parts of hilly 

pastures is possible, but this conflict does not have high priority. 

10. Calcareous rocks (ms-17) 

Calcareous rocks near the village Radozda have significance for biological diversity 

(chasmophytic flora and vegetation, presence of rare and endemic species). This area has 

great importance because of the presence of cave churches. 

Given the fact that the route of the planned railway line is away from the mentioned 

calcareous rocks, major impacts on natural ecosystems are not expected. However, during 

mining and opening of the route, measures for reduction of vibrations have to be undertaken, 

in order to protect cave churches. 

11. Siliceous rocks (ms-10) 

Siliceous rocks in the investigated corridor occupy insignificant areas, and thus no specific 

vegetation and flora grows on them, but they are formed under the influence of adjacent 

habitats. 

During the railway construction and operation, no impacts are expected on siliceous rocks. 

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Figure 66 Siliceous rocks near the village Pesocan 

12. Ohrid Lake (vhs-38) 

Ohrid Lake is characterized with the highest sensitivity in relation to all habitats in the 

corridor of the railway line, due to numerous characteristics it has, such as presence of rare 

and well preserved communities, presence of endangered bird species, and enormous 

number of endemic species. Many authors have pointed out the Lake of Ohrid not only as 

the most important ecosystem in Europe, but also on global level due to its high index of 

endemic biodiversity. 

During the railway construction, series of negative impacts on the Lake is possible in the 

region of the village Radozda, such as erosion and inlet of excavated material, drainage of 

matters from construction locations along the line, wastewater from the camps of workers, 

etc. During the railway construction, inlet of matters in the Lake is possible, as well as 

destruction of part of the communities, increased turbidity, pollution with fuels and oils and 

eutrophication. 

13. Rivers (hs-23) 

Rivers are highly sensitive for a series of characteristics, such as presence of rare and 

protected communities and species, endemic species, as well as landscape values. Several 

rivers are located in the railway corridor, among which Crn Drim and Sateska are 

distinguished as more important and sensitive to impacts. 

During the railway construction, series of negative impacts on rivers are possible, such as 

inlet of matters from construction sites, wastewater from camping sites for the workers, inlet 

of solid municipal waste, etc. Great negative impact can originate from leakage of fuels, oils 

and lubricants, which due to their high toxicity may cause damages on communities. In 

addition to this, construction of bridges may cause change in the flow of rivers and inlet of 

solid waste material (rocks and stones) and finer material (sand, soil) which could cause 

pollution of the water and increased turbidity. 

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14. Streams (ms-19) 

Similar as rivers, streams are sensitive because of the presence of rare communities, which 

are to a great extent well preserved, as well as species enrolled on the IUCN Red List. 

Possible impacts of the railway construction are identical as those of rivers, but with stronger 

intensity due to the size of the water body. More severe conflict situation could arise in the 

region of Bukov Dol, where inlet of solid waste material is possible during the construction of 

the bridge and the tunnel. 

15. Springs (ms-12) 

In the corridor of the railway line, there are several springs in the vicinity of the village 

Radozda. Potential impacts include changes in the spring replenishment as a result of 

buffering in the region of the watershed area, as well as full or partial covering of the spring. 

Yet, no serious disruptions of these habitats are expected. 

16. Marshes 

Marshes are habitats that are strongly affected on global and European level which is the 

ground for their inclusion in different international conventions. Areas under marshes in 

Macedonia have been significantly reduced during the last 60-70 years. The former Struga 

Marsh is almost entirely dried out and destructed. Remains of Struga Marsh may be seen 

between the City of Struga and villages Kalista and Radolista. The route of the railway does 

not affect this area and marshy communities in it directly, but certain impact can be expected 

during the operation (annoyance, use of local roads through the marsh remains, etc.). 

Reed community was recorded in Struga marsh, too, between the villages Volino and 

Moroista. The construction of the railway may cause direct destruction of part of this habitat. 

Also, during the operation, we may expect severe impacts due to annoyance. 

17. Black pine plantations (ls-9) 

Black pine plantations within the investigated corridor have very low importance for biological 

diversity, but they have certain importance in erosion prevention and control. These are 

artificially planted plantations which cover small areas, and they are dispersed through 

Italian and Turkey oak forests. 

During the construction of the railway line, direct destruction of some of the black pine 

plantations is possible, but this conflict has much lower significance than the destruction of 

natural forests. 

18. Meadows (ms-20) 

Meadows are semi-natural ecosystems on which specific vegetation grows. Generally, 

meadows in Macedonia are habitats with reducing areas due to abandoned traditional 

agriculture and livestock breeding and different amelioration undertakings. They support high 

biological diversity and are significant for their ecological functions (economic value, 

protection from erosion). 

Meadows in the investigated corridor are situated in river valleys and gorges, immediately 

next to watercourses. Certain impact on meadows can be expected during the railway 

construction mostly due to the use of access roads. 

In the case of the meadows near the village Radozda, we may expect direct destruction 

because the planned route of the railway line passes through meadows located between the 

remains of chestnut forest. 

19. Humid meadows (hs-23) 

Humid meadows are represented by the communities Caricetum elatae and Cyperetum 

longi. These are rare communities in Macedonia which have never had high economic 

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importance for the local population. They support specific biodiversity characterized by the 

presence of rare species of plants and important bird species. They are best developed in 

the remains of Struga Marsh (near village Radozda), along the valley of the river Sateska 

(especially near the village Arbinovo) and in Struga Fields (between the villages Moroista 

and Volino). The construction of the railway may be a serious problem due to direct 

destruction of these habitats or interruption of their connection with the surrounding habitats. 

20. Fields (ms-11) 

Fields are anthropogenic habitats with primary economic significance. They have very low 

importance for biological diversity. During the construction, destruction of part of these 

habitats is inevitable (directly through the construction of the railway line and construction of 

new access roads). Also, we may expect impacts during the railway operation (annoyance, 

pollution, vibrations). Yet, those have been assessed as low/insignificant because of the low 

sensitivity of the habitat. 

21. Vineyards (ms-10) 

Vineyards are anthropogenic habitats with usually higher economic significance than fields. 

However, within the investigated corridor, the importance of vineyards in terms of support for 

biological diversity is low. 

During the construction of the railway line, we may expect direct impacts on vineyards. 

During the line operation, the most serious problem will be soil, water and air pollution. 

Figure 67 Vineyard near the village Meseista 

22. Orchards (ls-8) 

Orchards have high economic value, but relatively low significance for biological diversity. 

During the railway construction, the most serious problem will be soil, water and air pollution. 

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Figure 68 Apple orchard in the village Volino 

23. Gardens (ls-9) 

Gardens in the investigated corridor occupy small areas, and therefore have low economic 

significance and very low importance in terms of biological diversity. We may expect 

destruction of some of the gardens as a result of the railway construction. During the line 

operation, the most serious problem will be soil, water and air pollution. 

24. Urban habitats (ls-5) 

From among analyzed habitats, urban habitats have the lowest importance in terms of 

biological diversity. The planned route in the City of Kicevo takes care for infrastructural and 

residential structures. Construction and operation of the railway line in urban habitats will not 

have any serious impact on living organisms and their communities. In other parts of the 

investigated corridor, no conflicts with infrastructural projects are expected. 

25. Rural habitats (ms-11) 

Rural habitats have much higher importance than urban habitats. Yet, their importance in 

terms of supporting the biological diversity is relatively low. Rural habitats are characterized 

with the presence of cosmopolitan species and ruderal communities. Potential conflicts 

related to the construction and operation of the railway line may be assessed as low. 

4.2.3 Impacts on habitats 

4.2.3.1 Destruction of forest habitats 

Anthropogenic plantations: major part of pine plantations in the area of Kicevo (km 104+800 

to km 105+400) will be destructed. Pine forests in that part, as anthropogenic creations, 

have no big importance for biological diversity of the region, but they have high economic 

significance and role in the prevention of erosion. 

260



Destruction of Italian and Turkey oak forests. During the railway construction, the 

following forest stands will be affected by direct destruction: 

- Italian and Turkey oak forest – from the village Popolzani to the village 

Judovo; 

- from the village Slivovo (km 121+200) to the village Arbinovo (opposite 

motel Pocinka – km 124+000); 

- from the village Arbinovo (km 125+200) to the church St.Bogorodica – near 

the village Izdeglavje (km 126+600); 

- from the village Botun (km 135+200) to the village Klimestani (km 138+800); 

- village of Frangovo – small part of around 100 meters will be affected 

(around km 159+800 to km 159+900); 

- from the village Radozda to the border (quantification of this impact is 

encumbered for two reasons: oak forest is cut through with active or 

abandoned meadows and presence of chestnut trunks in this part, which is 

special and significance impact. 

Hop hornbeam oak forest. Destruction or degradation of this forest type is not 

envisaged given the fact that the railway line passes through tunnel in the area of 

growth of this habitat, 

Chestnut forests. The most important impact on chestnut forests is expected at 

around one kilometer south of the village Radozda (km 163+000 to km164+000). High 

number of old and younger chestnut trunks are expected to be destructed during the 

railway construction. Considering that these stands are strongly modified chestnut 

forests, the quantity of the impact is not significant. Nevertheless, destruction of 

chestnut trunks has negative economic effect as well. 

4.2.3.2 Humid forests and riparian belts 

Humid forests, especially with alder, are of highest conservation interest in the corridor. Their 

importance is described in the relevant chapter determining the sensitivity of habitats 

3.11.10. 

Riparian belts by the river Treska – Destruction of part of the alder belt (highly 

sensitive habitat) on the river Treska near the village Popolzani is almost unavoidable. 

Riparian belts by the river Brzdanska- Major degradation of alder belt along the 

course of Brzdanska Reka along the stretch from the village Popolzani to the village 

Brzdani is not expected. However, certain degradations are possible, mainly by 

accidence, at certain pieces of these belts where they approach close to the existing 

asphalted road to Demir Hisar. 

Riparian belts by the river Judovska- Degradation of the belt of alder vegetation 

along Judovska Reka from the village Brzdani to the village Judovo is almost 

unavoidable. The valley has steep slopes, and the route runs above the river along its 

right side. Construction works will cause destruction of great part of the oak forest, but 

also part of alder stands. Another problem has to do with the very narrow road to the 

village Judovo and it is not suitable for heavy vehicles. Additional works will certainly 

cause destruction of alder trunks together with small gardens or meadows. 

Riparian belts by the river Vilipica- Destruction of woodlots and forest belts near 

the village Slivovo (km 121+000). There is indirect threat to alder woodlots and belts 

at km 121+000 to km 122+000. The threat can result in destruction or degradation of 

261



these woodlots and alder belts if construction works require movement of 

mechanization and/or freight vehicles in them to access the route which otherwise 

does not affect them directly (it is located somewhat higher than the oak forest). By 

quantity, this impact is not the same as the corresponding negative impact near the 

village Arbinovo, because these stands are much more degraded. 

Alder forests near the village Arbinovo – In the region below the village Arbinovo, 

before the entry of the river Sateska into the gorge near the hill Cartojca, there are 

alder woodlots or thin trees and alleys in a rather good condition. After the alder forest 

close to Belciste Marsh, these are probably the best alder stands in Macedonia. This 

is also the ground for their high sensitivity to degradation (see matrix in Table 48 

Matrix determining the sensitivity of habitats). Based on their sensitivity, negative 

impacts of the railway construction may be high. 

Figure 69 Proposal for route redirection near the village Arbinovo to avoid destruction of alder forest, 

marshy habitats and humid meadows 

Alder belts in the foothill of Kula near the village Pesocani – At the twist at the 

river Sateska around the hill Kula (around hundred meters north of the village 

Pesocani), there are alder belts which are directly affected by the railway line 

construction (~km 130+000). 

Alder woodlots and alleys near the village Botun – In the area of the village Botun, 

direct impacts (destructions) are expected on alder belts and woodlots in the following 

sites: 

- north of the village Botun (~km 134+500), 

- east of the village Botun (~km 135+000) and 

- belts along the gorge (~km 136+000 to km 139+000). 

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Figure 70 Alder woodlot near the village Botun 

Alder forests with poplars near the village Meseista (village Klimestani)-The 

construction of the railway will cause destruction of alder belts between the villages 

Klimestani and Meseista. These alder belts, as opposed to previous ones, are 

characterized with higher presence of other woody species (willow, poplar). 

4.2.3.3 Marshes and swamps 

Description of habitats and species in the relevant chapters leads to the conclusion that 

marshy habitats are very important for biodiversity in Macedonia. That importance has 

crucial influence on the positioning of these habitats as highly sensitive, which is visible 

in Table 48. Based on this, negative impacts of the planned railway line construction on 

marshes and swamps have high intensity. The strong negative impact is further stressed 

with the fact that under the current conditions these habitats are of drastically reduced 

areas due to hydro-ameliorations back in 1950s. Construction of the railway line will be 

additional (cumulative) effect on further degradation and functional characteristics of 

these habitats. The most severe impacts are expected in the following areas: 

village Arbinovo-Marshes near the village Arbinovo have been preserved on larger 

areas within alder woodlots or their remains, as well as between mowed humid 

meadows. According to the Feasibility Study, the route of the future railway line 

passes in the middle of these habitats and cuts twice the river Sateska. The 

construction of the railway line is expected to have huge negative impacts 

(destruction, fragmentation) on this habitats in that area. 

Struga Marsh (including also marshes near the village Radolista)-The route of the 

railway line passes through the former Struga Marsh. Hydro amelioration interventions 

in the past have destroyed the natural vegetation in this area almost entirely. The 

construction of the railway line will reduce the possibility for revitalization of Struga 

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Marsh. Opening of access roads is additional threat for the remains of the Marsh 

(marshes, humid meadows, boundaries with willows). 

Reeds near villages Volino and Moroista - this habitat is not threatened with direct 

destruction during the construction of the railway line itself, because it does not run 

through it. Negative impacts could be expected during the opening of possible access 

roads. 

4.2.3.4 Humid meadows 

Humid meadows in the corridor are special conservation interest. Their importance is 

described in the relevant chapter 3.11.9.2. The construction of the railway line poses 

danger of destruction of high number of fields and meadows on the boundaries of 

which there are canals of marshy vegetation. 

Below is the list of sites where destruction of humid meadows is expected: 

village Slivovo - river Vilipica - destruction of humid meadows is expected near the 

village Slivovo (km 121+000), together with degraded alder woodlots. There is indirect 

threat for humid meadows at km 121+000 to km 122+000. The threat may result in 

destruction or degradation of these humid meadows, if construction works require 

movement of construction mechanization and/or freight vehicles in them in order to 

access the route which otherwise does not affect them (it is located somewhat above 

in oak forest). 

Humid meadows near the village Arbinovo - as already indicated, the construction of 

the planned railway line will cause destruction of alder forests, marshy habitats and 

humid meadows. All these habitats are highly or very highly sensitive. 

Humid meadows and fields near the villages Volino and Moroiste - destruction of 

some of the humid meadows is expected in Struga Fields, especially between villages 

Volino and Moroiste. 

Humid meadows near the village Radolista - impacts on humid meadows near the 

village Radolista are identical with identified impacts on marshy habitats in Struga 

Marsh. 

4.2.4 Impacts on flora and fauna 

Construction of the railway line will bring better accessibility of certain sites. This will 

increase the pressure on biological diversity, due to intensified hunting (and poaching), 

fishing and collection of medicinal and aromatic plants. 

4.2.4.1 Flora 

Direct impact of the construction and operation of the railway line Kicevo-Radozda on plants 

is presented through the assessment of their habitats. Specific impact of the railway line 

construction is not expected on individual plant species. Impacts on individual chestnut 

trunks have already been elaborated in the section on impacts on chestnut forests. 

4.2.4.2 Fauna 

Direct impacts of the construction and operation of the railway line on invertebrates are not 

expected. Relevant impacts on invertebrate populations are covered in the description of 

impacts on habitats. 

The most important impacts on vertebrates during the railway operation include: 

disturbance and direct mortality due to deadly collisions of animals with trains; 

264



habitats fragmentation (has significant impact on fauna), but this aspect has been 

elaborated in the segments on impacts on landscapes. 

Electric installations also have negative impact on birds through causing of direct mortality 

(electrocution). Birds, which stand on poles or transmission cables may die if they cause 

"short circuit". It is well known in the world that high number of big size bird species die on 

poorly designed electric railway installations as they use poles for observation, rest and 

nesting. Electrocution does not endanger only birds, but it is also a threat to the safety of 

railway transport. 

Some animals (bear, wolf) avoid parts in the vicinity of railway lines because of human 

activities and increased noise. 

It is expected that columns that will bear the electricity conductors for trains supply will be 

used by birds as standing grounds, and even potential nesting points. Mortality of birds in 

such cases is well documented and surprisingly high, especially during migration period. 

Birds are affected by electrocution due to closure of the circuit with their wings or body 

(contact through earthing and phase or two phases). Thus, larger birds are more suspicious 

to electrocution. Bird species particularly affected by electrocution (but also collision) during 

the railway line operation include storks, herons and birds of pray. 

4.3 Impacts on the quality of surface waters 

Pollution of waters during the railway line construction may be physical, chemical and 

biological. Physical pollution is manifested through presence of solid matters of earth 

residues, sand, solid matters from tires friction, remains of accidents, etc. Chemical pollution 

of surface waters can be caused by discharge of liquid matters like oils and greases. Solid 

particles, through road surface wash-out, settle in gutters and drainage canals and they can 

cause their clogging, while fats and oils may float on surface and reach the recipient. There, 

they create a "film" that prevents oxygen supply to the watercourse, thus preventing the 

normal development of the biological component into the recipient. 

Chemical pollution also results from dissolution of pollutants present in the air. These 

pollutants originate from exhaust gases of vehicles, imissions from polluting components of 

the nearby industrial and manufacturing facilities, dissolution of individual components of the 

surrounding land, application of agrochemical products and pesticide, animal and plant 

waste, etc. 

Chemical pollution may be manifested as strongly acid, weakly acid neutral environment and 

all variations ranging from strongly base to strongly acid environment. It should be taken into 

account that not all of these pollutions originate from the transport corridor/railway line. 

Majority of them may be present also in the absence of constructed Corridor 8 or acid rains 

can cause the chemical pollution of surface waters. 

Biological pollutions result from disintegration of organic matters used as food of various 

micro organisms. They may be due to food thrown by unconscious participants in traffic, 

leaves scattered around by wind, feathers and other matters present in the immediate 

surrounding. 

The above defined pollutions may be constant, seasonal or incidental. Intensity and form of 

pollution of surface and ground waters may be considered in phases here as well: 

construction phase and use/operation phase of the railway line. 

During the construction phase, compaction of the subground and other measures aimed at 

securing stability, may lead to change in the ground permeability, by which direct impact is 

caused with regard to the regime of surface and ground waters. 

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When the route passes through an embankment, this may create a severe physical barrier to 

the flow of surface and ground waters running through that area to reach the recipient. In this 

context, unnecessary retention of the terrain and excessive humidification and even flooding 

can occur. 

When the road is in incision, the flow of ground waters is cut. In such cases, when the 

quantity of ground water is higher in the ground, at groundwater level increase, disrupted 

regime of ground waters affects the surrounding lands. 

Wastewaters during railway operation 

During the railway line operational phase, pollution of surface waters occurs most frequently 

during precipitation. In such periods, the dust settled on the track and accompanying 

facilities is washed-out by the falls and dissolves suspended particulate matters. Ran falls or 

waters originating from snow melting are burdened with matters which settle on the line and 

the area controlled by it. 

Putting the railway into operation and its operation can lead to discharges of sanitary waste 

waters generated mostly by passenger terminals and service stations. These waste waters 

should be treated in accordance with the regulations regarding municipal waste waters. 

Also, waste water emission could result from the maintenance and repair of locomotives and 

wagons. Discharge under high pressure may cause discharges of waste water containing 

particulate matters of transport material, dyes, greases and oils, etc. During these 

interventions, base solutions for removal of dyes, greases and other impurities from axles 

and other metallic parts Also, acids and bases may be used to remove corroded materials 

(present along entire line). Passenger trains generate sanitary water as well, which is usually 

discharged directly on the surface of the track/railway. 

4.3.1 Impact of the railway line construction on the quality of surface waters 

Railway construction in mountaneous and hilly relief will cause destruction of soil and rocks 

into smaller fractions, which will accumulate on the slopes, i.e. near riverbeds. During snow 

melting and more intensive rainfalls, these fractions will be transported to the riverbeds. 

Rocks and soil removed or disintegrated during the railway construction and transported to 

riverbeds will cause increased turbidity, i.e. increased quantity of solid suspended matters. 

On the other side, this will also increase the content of heavy metals, and consequently the 

toxical effects on living organisms. 

Nevertheless, the greatest danger in relation to the railway line construction comes from 

incidental leakage of fuels, oils and lubricants from vehicles and machinery used in the 

railway construction. It is well known that hydrocarbons contained in fuels and oils are 

extremely toxic for living organisms. It is especially dangerous if incidents occur on the shore 

of Ohrid Lake or within the watershed area of Ohrid Lake (e.g. river Sateska), which would 

endanger endemic living organisms in the Lake, but also irreversible damages would occur 

on habitats and biocenoses. 

Establishment of linear construction belt (which should be in the width range of 10-50 m) and 

construction zones during the construction of the railway line, accompanying tunnels and 

bridges and access roads to individual parts of the route can affect the quality of surface 

waters in the following way: 

Disruption and removal of soil cover (humus) and part of rock masses/sediments 

may cause erosion of the sediments and potential pollution of the surrounding 

surface waters through increase in the level of solid suspended particulate matters in 

them; 

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Delayed removal and dislocation of excavated masses during tunnels opening can 

cause formation of artificial partition and accumulation of water downstream in 

surface watercourses existing along dales, below the locations envisaged for tunnels 

opening; 

Polluted waters run-off from sites of construction activity; 

Leakage of fuels and oils from vehicles and construction machinery; 

By way of removal/throwing of waste in surface waters; 

Heavy metals contained in emissions from vehicles. 

Irreversible direct impacts on the regime and the quality of surface waters are not expected 

from the execution of construction works. 

Potential different sites along the route of the railway line that should be paid attention 

include: 

At station 108km; 

At station 114km + 850m (before the entry into tunnel no. 6); 

At station 120km + 430m (before the exit from tunnel no. 6); 







At station 138km + 335m (before the exit from tunnel no.10); 


At station 162km + 752m (before the exit from tunnel no. 11). 

Another potential impact related to the railway construction originates from workers' camping 

sites, as well as the point for cleaning and maintenance of the vehicles and mechanization. 

Camping sites of workers engaged in the railway construction may be sources of pollution 

with faecal (municipal) waste waters, but also solid municipal waste (especially from 

packaging of food and materials used in construction). Good organization and selection of 

suitable place in the camps are necessary (if such are planned). Discharge of faecal 

wastewaters in rivers or Ohrid Lake could be potential disaster (especially for the Lake of 

Ohrid) and significant deterioration of the quality of water. 

4.3.2 Impact of the railway line operation on the quality of surface waters 

During the railway line operation, the main danger for surface and ground waters comes 

from incidents of chemical substances run-offs (inorganic fertilizers, solvents, fuels). In case 

of incident of this kind, aquatic ecosystems will be polluted. Ohrid Lake is especially 

sensitive ecosystem. Therefore, the relevant services of PE Railways will be obliged to 

prepare an action plan for coping with incidents of this kind. At the same time, this services 

have to be trained and staffed adequately. 

It has been assumed that railway stations will be connected to utility systems and therefore 

no serious impact is expected from municipal waste waters on natural ecosystems. 

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During the operation, the railway line as a construction project may not have any impact on 

quantitative and qualitative characteristics of surface waters. 

Expected potential impacts on the quality of waters during this phase are related to railway 

compositions running over the line. The most critical points on the line where impacts on 

surface waters can be expected are the locations where the railway line crosses the existing 

watercourses, i.e. the bridges. Potential sources of water pollution during this phase include: 

Leakage of fuel or oils from driving machines (locomotives) for railway compositions 

(trains) energizing; 

Removal/throwing of waste (especially from passenger trains) into surface waters. 

4.3.3 Impacts on rivers and other wetlands 

4.3.3.1 Impacts during construction 

Potential impacts of the railway construction phase on wetlands and algae diversity include: 

- run-offs from railway line construction sites, 

- run-off/drainage at the sites for stations construction, 

- excavated or removed material, 

- drainage of river sediments, 

- sanitary waste waters (from workshops), and 

- other activities connected with the construction. 

Water drained from the construction sites may contain increased quantity of sediment, solid 

particulate matters and various contaminating substances. Potential sources of water 

pollution during the railway line construction are the following: а) wash out and erosion from 

the surface on the location of works execution; b) concrete or other material used for support 

walls construction; c) water used to wash vehicles used during construction; d) water used to 

reduce dust during construction; e) fuel, oils and lubrication preparations for vehicles and 

equipment used during the railway construction. 

Wastewater discharges during construction may cause physical, chemical and biological 

impacts. Physical impacts may result from increased sediments through erosion, blockage of 

canals and rivers and causing of floods under conditions of intensive precipitations. 

Increased content of solid suspended particulate matters in water may cause reduction in 

the concentration of dissolved oxygen in the water due to а) reduction in light penetrating 

into water column, reducing the intensity of photosynthesis and phytoplankton and 

phytobenthos (micro and macrophytes), which in turn reduces the production of oxygen in 

the water column; b) high content of suspended matters and turbidity results in increased 

energy retention (retention of energy in the water column), which results in increased 

temperature and consequently reduction in dissolved oxygen. Horoscopy could also occur in 

extreme conditions. 

In addition to the above, there are also chemical and biological impacts which depend 

primarily on the chemical characteristics and quantity of nutrients in the water released by 

run-off. Significant chemical effects may occur at discharges of concrete and cement which 

also induce increase in pH value of the water. At the same time, increased pH value causes 

toxic effects and reduction in the populations of organisms and biodiversity in general. 

Material excavated or removed during the railway construction may have significant impact 

on wetlands and quality of water. Therefore, great care should be taken during disposal of 

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the excavated material, especially while constructing the tunnels. Excavated material 

consists mostly of rocks, earth and stones which are able in case of erosion to cause 

physical disruptions, such as interruption of water flow, change in the flow configuration, as 

well as increase in turbidity and quantity of nutrients and solid suspended particulate matter. 

During the construction of bridges over rivers, pollution may occur with heavy metals, which 

are bounded mostly to the sediment in the river. Also, river sediments have high ability for 

bounding of organic compounds (such as hydrocarbons released from fuels, oils and 

lubricants). Dissolution of heavy metals and organic compounds from sediments is slow, but 

persistent process and can cause significant impact on the quality of water. Both heavy 

metals and hydrocarbons are strongly toxic for all organisms and this could cause 

(depending on the concentration) reduction of populations and biodiversity loss. Particular 

attention should be paid during the construction of bridges in plane part of the railway line, 

designed near by Sateska River. Inlet of sediment into the river Sateska will endanger 

directly the ecosystem of Ohrid Lake. Pollution of the sediment with organic compounds and 

heavy metals in particular would cause enormous damages on the life in Ohrid Lake. 

Municipal wastewater occurs from sanitary facilities for the work force on the site of the 

railway construction. Wastewater is characterized with high level of biological oxygen 

demand (BOD), ammonium, phosphorus and coliform bacteria. This effluent would cause 

pollution of the aquatic ecosystem. In case 500 workers take part in the work on the railway, 

around 250 m 3 wastewater would be released on daily basis. Extremely high impact on 

wetlands and quality of water would occur if these wastewater is discharged directly into the 

water without pretreatment. However, it is assumed that appropriate sanitary infrastructure 

will be placed for the workers and no discharge of municipal waste waters into aquatic 

ecosystems will be allowed. It is supposed that mobile chemical toilets, septic tanks and 

appropriate location for (municipal) wastes will be provided. 

In addition to the above, problems may occur during the railway construction with regard to 

solid waste disposal which may result in pollution or damages to wetlands. Food remains or 

waste of food packaging are of particular importance, as well as the waste from the 

packaging of materials used in the railway construction. If these matters reach wetlands, 

they may cause pollution through inlet of organic matters and nutrients (and reduction in 

oxygen quantity), increase in turbidity, salinity and conductivity. On the other side, release of 

liquids stored in the area of the railway line development, such as oils, diesel fuel, solvents, 

lubricants, may have extremely high impact on wetlands. Therefore, in order to reduce the 

risk of such releases (incidents), it is necessary to provide suitable barriers (boundaries) 

which would prevent the propagation of liquids and their penetration into soil or water, as 

well as appropriate disposal, keeping and handling of fuels, oils and lubricants. 

4.3.3.2 Impacts of the railway line operation on wetlands 

Possible impacts of the railway during its operation include: 

- water for air conditioning, 

- leakage of water from wagons, 

- discharge of water from stations, 

- drainage. 

It is assumed that stations and platforms, during summer period, will have natural ventilation 

or mechanical ventilation if they are covered or closed. Air conditioning of the premises is 

envisaged by air cooling. In this way, there will be no discharge of wastewater from air 

conditioning. Electricity based heating is recommended during winter, as it does not include 

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heating of water, which in the period outside heating season would be discharged into 

aquatic ecosystems. In this way, no impact would be expected on wetlands. 

Leakage of certain quantity of fuel and oils from locomotives is also expected. At some 

points, bigger quantity of fuel or oils release can be expected (e.g. in stations), and they 

would be washed out by water sediments and transported to the soil or surface waters. Such 

situation would cause disruptions of wetlands. 

Functioning of depots and stations will generate municipal wastewater from toilets/utilities. 

This waste is mainly characterized with increased concentrations of BOD, suspended 

particulate matter, ammonium, phosphates. Yet, it is considered that significant impacts on 

wetlands would occur if waste waters are discharged without pretreatment. It is assumed 

that the stations will be connected to municipal system or will be adequately installed and 

maintained regularly. 

Wastewater will be generated from the stations for wagons and locomotives 

cleaning/maintenance. Thorough cleaning of the floor of the trains would be carried out 

every second week. Water with detergents would be additionally released through daily 

cleaning of wagons. These waste waters may cause physical, chemical and biological 

degradations in wetlands, if they are not collected and treated. 

Functioning of the railway will also generate residues of oils, fuels and lubricants. These 

matters may be washed out from the surface of the line and thus drained to aquatic 

ecosystems. This situation can be especially explicit on bridges, where these matters would 

be inlet with the water sediments directly into the recipient. 

4.4 Impacts on landscape 

4.4.1 Disorder in functional characteristics of the landscape of subalpine 

broadleaved forests. 

Operation of linear infrastructural projects has negative impact on the connectiveness and 

connectivity of ecosystems. Certain impacts of the railway line operation can be expected on 

the functional landscape characteristics of oak forests. Planned bridges and tunnels along 

the entire railway line route are factor reducing the negative impacts. 

Major impacts may be expected in the area between the villages Slivovo and Meseista. In 

this part, the line passes through oak forests, marshy habitats and agricultural land and 

separates these habitats from the riverbed of Sateska. 

In order to avoid negative impacts on the functional characteristics (connectiveness) of oak 

forests, no mitigation measures are proposed. Construction of the planned tunnels and 

bridges provides sufficient guarantee for the maintenance of the functionality of this 

landscape. 

4.4.2 Impacts on hilly rural landscape 

The railway line will cut high number of fields and meadows on the boundaries of which edge 

vegetation (boundaries) of fruit trees and oaks grows. This vegetation attributes the imprint 

of this landscape type, but it is also a significant corridor for the movement of high number of 

animal species. Destruction of these structures is expected to result from the route itself 

(direct occupation of area), construction works (direct or indirect destruction of trees), as well 

as from access roads. This habitat destruction is expected to reduce the functionality of this 

landscape relative to natural processes. 

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4.4.3 Impacts on plane lake landscape 

The railway line will cut large area on which remains of marshy habitats are found (they 

support reproduction of amphibians or nutrition of certain animals) on both sides. 

Amphibians move from marshy habitats towards grass ones 9including fields) for food and 

the opposite direction to lay eggs. Although the railway line differs from a highway and 

frequency of trains will not be too high, more problematic passage of amphibians and other 

animals over the railway (around 50 cm) is expected, as well as increased mortality during 

such passages. 

4.5 Impacts on geological structures 

4.5.1 Construction phase 

Expected impacts of the railway in this project phase on geological structures would be in a 

form of degradation and erosion of rock masses/sediments, due to: 

Opening of access roads and operational plateau for foundation (anchoring) of the 

track railway construction, execution of the accompanying elements of the railway 

(halt points, railway stations, overpasses, underpasses, culverts); 

Excavation of tunnels; 

Excavation of foundations for the planned accompanying electric installation; 

Possible leakage of fuels and oils from construction machinery and vehicles for 

transport of construction materials and equipment, and 

Handling and management of chemicals and oils for the purposes of the 

accompanying electric installation. 

Degradation and erosion of rock masses/sediments include all contemporary engineering 

and geological processes and appearances described above. Critical points for these 

potential impacts are the stretches where the line passes over dales with already identified 

trenches and landslides, and of course the most critical points are the stretches where the 

line is going to be positioned under ground (tunnels). There, depending on the existing 

geological composition and existing tectonics of rock masses, we may expect degradations 

through rock slides and wreck of underground spaces. Such occurrences may be expected 

in relation to tunnels nos. 9 and 10 (on the stretch from the village Botun to the village 

Klimestani) and near the tunnel no.11 (near the village Radozda) due to the relatively 

weaker engineering geological properties of the present rock mass (Sqse–phylitic shales). 

For the purposes of the railway construction, no opening of new installations is envisaged for 

the phase of use of mineral and geological resources in the area of the route corridor. 

Accordingly, no negative impacts are expected on mineral resources in the subject area. 

With reference to hydrogeological occurrences and facilities, impacts expected during this 

phase which require attention include: 

Potential degradation and destruction of existing underground linear facilities 

(pipelines) intersect by the railway line. One of the most critical is the railway line 

intersection with the regional water supply pipeline supplying water to the City of 

Struga and surrounding villages, close to the village Sum (station 135 km-136 km). 

Also, potential impacts may be expected on the local water supply system supplying 

water to the village Radozda and guardhouse on Macedonian-Albanian border 

(station 163 km+970-164 km+100). 

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Potential direct and direct impacts (through water occurrences and facilities) on 

aquifer rock masses (hydrogeological collectors), through vertical infiltration 

(leakage) of fuel, oil or cement solution from vehicles and construction machines. 

Potential location at risk is in the tunnel no. 6 (station 115km + 500-119 km + 00), 

where the line is expected through a part of represented hydrogeological collectors: 

MD–slab-like marbles and Т2,3 massive and bank-like limestone from the springs of 

which the village is supplied with water. Also, location at potential risk is found on the 

stretch above the village Popolzani to the area below the village Vidrani (station 

107km + 950-110 km + 350), where the route of the railway line passes through part 

of the represented hydrogeological collectors: MD–slab-like marbles drained through 

the identified karst springs in the village. 

4.5.2 Operational phase 

With reference of operational phase (use and servicing phase), impacts of the railway on 

geological structures, engineering geological appearances and processes are not expected. 

The possible impacts on hydrogeological occurrences and facilities remain potentially 

dangerous, through above described direct and indirect pollution of aquifer rock masses 

(hydrogeological collectors) on the same stations. 

4.6 Impacts of vibrations and seismics 

In the course of construction and later operation of the railway line Kicevo-Struga-Lin (border 

with Albania), series of impacts will be caused on the environment through which the route of 

the railway passes. Most frequent possible impacts include: 

- Impacts occurring as a result of the construction of the railway line itself, 

- Impacts occurring as a result of the operation of transport means in the phase 

of the railway use. 

Besides other, specific impacts occurring as a consequence of the railway construction are 

as follows: 

- Seismic effects resulting from mining for the purpose of construction of the structures 

on the railway line itself – incisions, tunnels and bridges. 

Specific impacts occurring as a result of the operation of transport means in the phase of the 

railway use include, inter alia: 

- Vibrations on the ground resulting from the movement of trains over the railway line. 

The text below will describe techniques for establishment of the safety zones for seismic 

effects of mining, techniques for assessment of the intensity of vibrations occurring as a 

consequence of trains movement over the line. 

These types of impacts are presented in more detail in the separate Elaborate prepared for 

the purposes of this Study, presented in detail in Appendix 9. 

Impacts of vibrations generated during the railway construction and during its operation are 

especially significant near the populated places (Kicevo, Brzdani, Vidrani, G. Popolzani, D. 

Popolzani, Drugovo, Judovo, Arbinovo, Botun, Izdeglavje, Novo Selo, Pesocani, Slivovo, 

Turje, Klimestani, Meseista, Volino, Trebenista, Mislesevo, Moroista, Struga, Zagracani- 

Sum, Radolista, Kalista, Frangovo, Radozda), because of the risky group of receptors - 

people. Some animal life forms are equally sensitive to impacts of vibrations, and it may 

happen that they leave their habitats. 

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4.6.1 Response of people 

The response of people to vibrations on the ground is influenced by many factors. Some of 

those factors are physical, like amplitude, duration and frequency content of vibrations, while 

other factors like the type of population, age, gender and expectations are physiological (ISO 

2631-2, 2003). This means that people's reaction to vibrations is subjective and differs for 

different people. 

4.6.2 Impact of vibrations on sensitive equipment 

Vibrations of the ground caused by the traffic may obstruct the operation of sensitive 

equipment such as electronic microscopes inside buildings. Therefore, sometimes it is 

necessary to mitigate vibrations if the railway line passes near building. The type of suitable 

measure against this should be determined depending on the specific conditions of the 

railway and buildings. 

4.6.3 Impact of vibrations on buildings 

The overview of reports on damages of buildings related with vibrations (Nelson & 

Saurenman, 1983) shows that there is only 5% probability that buildings will suffer structural 

damages due to the spped of particles smaller than 50 mm/s and there has been no case of 

damages on buildings reported for speeds of particles smaller than 25 mm/s. According to 

the report, there is no risk of architectural damages on normal buildings due to vibrations 

weaker than 15 mm/s. 

Generally speaking, we may say that the problem of excessive vibrations on the ground 

caused by railway traffic has three links, i.e. source, path and receptor. In other words, 

vibrations on the ground caused by railway traffic are influenced by factors like roughness of 

wheels and rails, specific support of track, dynamic characteristics of vehicles running over 

rails, strength of rail bearers, design of the railway structure, characteristics of the soil and 

design of the structure of facilities and speed of the train. 

It is commonly assumed that there will be no damages on buildings due to vibrations caused 

by ground vibrations. The most important impact that may result from the vibrations of the 

railway line Kicevo-Struga-Lin (border with Albania) is related to people living in buildings 

along the planned route of the railway line. Furtheron, if there is equipment sensitive to 

vibrations inside buildings, its proper functioning may be disordered by vibrations if no 

measures are undertaken. If there are buildings of special nature very close to the railway 

line route, like theatres or old historical buildings, they should be observed with great 

attention with regard to ground vibrations. 

4.7 Impacts on soils 

Soil is a natural resource which is very complex and exceptionally sensitive to different 

external impacts. Soil reacts quickly to existing negative impacts which may result in its 

accelerated degradation, but on the other side it recovers very difficult and slowly from 

changes suffered as a result of these impacts. These changes may induce loss of the basic 

functions of the soil which define its fertility. 

Based on the above, it is necessary to identify all possible negative impacts in each 

individual case that may be classified in several types of soil degradation, namely: 

Soil erosion, 

Reduced content of organic matter, 

Soil compaction, 

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Soil salination, 

Soil contamination, 

Loss of soil biodiversity, 

Soil conversion (soil sealing), 

Landslides, and 

Floods. 

The term soil degradation in the context of environmental impacts of certain construction 

undertakings concerns several different processes, the most important being: loss of fertile 

soil layer, change in water permeability, soil degradation at locations used for material 

borrowing for construction, degradation resulting from surplus material disposal, soil 

conversion on places where construction activities take place (soil sealing) and other 

impacts which depending on conditions may have major or minor impacts. 

Construction works related to vegetation clearing and soil layer are actually the biggest 

changes in the topography of the terrain. As far as the impact on soils is concerned, in case 

of construction works of this type, we distinguish two critical phases: construction phase and 

operational phase. 

Chapter 3.7 describes in brief the most important soil types identified and their location in 

different sections of the railway line. This chapter deals with sensitivity of individual soil types 

in relation to construction activities and possible forms of soil degradation. 

4.7.1 Railway line construction phase 

Soil contamination 

Soil contamination is a type of degradation related to and deriving from more general 

activities connected to the very process of construction of the railway and facilities designed 

for its functioning. Therefore, it is difficult to link contamination with intensive activities on 

individual sections of the route, as is the case of other types of degradation. That is why we 

will make more general overview of certain sources of contamination that may occur in the 

process of construction and apply on the entire section. 

Soil contamination in this phase can result from: 

inappropriate handling of fuels and their derivatives used for construction machines, 

washing of machines outside of specified and adequate locations, 

inadequate handling of construction materials and aggressive chemical matters used 

during construction, 

inappropriate construction and location of camping sites where machines and materials 

are kept, as well as 

other activities that are not performed in accordance with the guidelines for technical 

measures for prevention (mitigation) in the course of the construction. 

Soils contamination during construction is one aspect of impact on soil which can be 

minimized if the relevant technical measures prescribed for construction are observed. 

We should point out that soils nearby watercourses and wells are especially vulnerable to 

soil contamination if ground waters are positioned close to the soil surface. 

In the area of investigation, such specific cases have been identified with: alluvial soils in 

Izdeglavje and Belcista valleys, due to the fact that the route passes by the flow of Sateska 

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River which then enters the Lake of Ohrid, and thus any pollution of these soils 

characterized with exceptionally high porosity and permeability will have direct impact on 

these waters. Also, alluvial and marsh gleyey soils in the area of Struga Fields are 

vulnerable for three reasons, namely: (а) these are soils with shallow ground waters, (b) they 

are intensively used in agricultural production and therefore contamination of these soils will 

have an impact on further fertility of the soils in support of agricultural production, and (c) 

potential contamination of ground waters used for irrigation, and for drinking water supply in 

some cases. 

As far as other types of degradation are concerned, they are mainly connected with the need 

to organize transport of big quantity of construction material and related activities of opening 

of access roads to certain parts of the route, clearing of soil cover in the part where the 

railway will pass, the need to establish borrowing pits for disposal of the surplus earth. 

Soil erosion and destruction of soil cover 

Section 1 covers the stretch from Kicevo to Struga (villages Drugovo, Brzdani, Judovo, 

Slivovo, along the course of Sateska river and Struga Fields). 

The general characteristic of the terrain is high stratification with high hills and deep dales, 

with permanent or temporary water flows. There are small earth slides (calcareous detritus), 

as well as colluvial cones produced by delluvial-prolluvial deposits. All this contributes to the 

existence of numerous incisions and cross-cuts on the route, as well as viaducts and tunnels 

the construction of which will have great impact on soils in this part of the route. 

In the initial part of the route (station Kicevo-Brzdani-exit from the tunnel near the village 

Slivovo), the route runs first through plane terrain over alluvial cultivated soils. Then, in the 

area of the village Drugovo, the route rises above the village and passes over colluvial 

sediments covered with poor vegetation and rare artificially planted forests. Soils are inclined 

and even under natural conditions there are visible presence of surface and trench erosion. 

In order to achieve the required grading, the project envisages high number of cuttings in 

the terrain, which assumes disorder in natural vegetation and surface soil layer and 

occurrence of intensified erosion, as these are unstable colluvial sediments on inclined 

terrain. Then, the route makes cuttings into solid compact limestone, and after the crossover 

of the river Treska, on the stretch near villages Popolzani, Vidrani and Brzdani, it 

continues over inclined terrain cut through by dales over a complex of regosols and brown 

forest soils which are on inclined terrain under oak vegetation. On this stretch, and in order 

to cross over the high number of dales and gullies, the project has envisaged around 20 

bridges (105+700 l-80 m, 106+024 l-80 m, 106+637 l-200 m, 107+075 l-200 m, 107+418 l- 

118 m, 107+817 l-400 m, 108+300 l-40 m, 108+487 l-165 m, 109+540 l-162 m, 108+839 l-25 

m, 110+185 l-160 m, 110+520 l-70 m, 110+915 l-110 m, 11+340 l-90 m, 111+830 l-180 m, 

112+230 l-120 m, 112+433 l-60 m, 112+890 l-120 m, 114+700 l-60 m) and 8 tunnels the 

longest of which is the one on the stretch between the village Judovo and the village Slivovo, 

with around 6 km in length. 

High number of construction interventions on a relatively small stretch assumes employment 

of huge earth works and transport of big quantities of construction material and earth 

excavation. Chemical contamination of soil can occur in the surrounding area of such 

construction interventions related to the use of construction materials containing certain 

aggressive chemical components which in turn can induce disruption of the quality (type) of 

the soil, contamination with heavy metals or physical mixture of internal construction material 

with the fertile profile of the soil. Besides, in the case of construction projects of this kind, 

part of fertile surface areas around the project is covered over with inert (barren) soil layer 

obtained through excavations, process of uploading and unloading, etc. Also, access roads 

should be opened to each of the planned facilities, which increases further the impact on 

soils in this part of the railway line. 

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Due to the high number of tunnels in this part of the route, great quantity of excavated 

material is expected from most of the envisaged tunnels. Part of this material will be used as 

subground for the railway line , while the rest will be stored in several disposal sites or used 

as material for recultivation of some open pit along the route. 

On the stretch from the intersection Preseka to the station Izdeglavje, the route passes 

through rather complicated terrain with high number of natural cuttings and dales, mostly on 

calcareous material. Soils on limestone in this part are exceptionally vulnerable to erosion 

due to shallow solum, usually inclined terrain and weak vegetation. In circumstances like 

this, fertile layer may be quickly taken away and the resulting damage is irreversible, and 

therefore extraordinary prevention measures should be undertaken. 

High number of lateral cross-cuts with limestone is also envisaged (total of 8 bridges have 

been planned with a total length of 1025.00 m and two tunnels with a total length of 530 m). 

The material to be obtained by excavations of tunnels and lateral excavations could be used 

for construction of the embankment of the railway line in the area of Izdeglavje and Belcista 

fields. Terrain is rather difficult to access, and considering the high number of structures, this 

will require opening of new access roads in addition to existing ones. This part of the section 

will be subject to the same possible impacts of soil contamination and degradation. 

On the part of the route from the station Izdeglavje-intersection Meseiste, for the first several 

kilometers (130-135 km) the route runs over alluvial sediments and follows the logics of the 

terrain, without major construction interventions that would have impacts on soils, except the 

cutting at the hill Veternik, which is of calcareous origin. We should point out that, in the part 

of the section close to the village Botun, the route passes through the lowest part of Belcista 

Field over alluviums with possible high subsoil waters which gravitate to the river Sateska. 

There is a need to undertake special measures to prevent contamination of these soils 

because they are light and infiltration of toxic matters in ground and overground 

watercourses would be easy. 

Above the village Botun, the route enters a tunnel (no. 11 ), and then crosses the river by 

bridge in order to avoid torrents on the hills Korito and Koprnica. Then, the route makes 

several more crossings over the river and the highway, and by way of several cuttings and 

two tunnels (12 and 13) exits from Struga Field where it runs over alluvial and colluvial soils 

on the right side of the highway up to the intersection Meseista. This is rather difficult part 

passing through an area of regosols and shallow brown forest soils on inclined terrain, which 

in case of degraded vegetation will be subjected to accelerated erosion. Such case has been 

identified on the stretch 137-139 km where due to intensive wood cutting and opening of a 

forest road, there is occurrence of intensive erosion processes and potential earthslide. 

From the intersection Meseista to the Station Struga, the section runs first through slightly 

inclined colluvial soils, on which weak traces of erosion are visible. The bigger inclination 

and weak filtration of heavy (by mechanical composition) colluviums induce the occurrence 

of major quantities of water which runs off on the surface. In the central part of Struga Field, 

the railway runs over alluvial and gley soils which have not been subjected to erosion 

processes, owing to the flat terrain and good water permeability. Shallow ground water has 

been identified, which given the long rainy period preceding the investigations, as well as the 

high water level of the Lake, is not strange at all. Particular attention should be devoted to 

these soils during the construction phase of the railway, in order to avoid excessive 

trampling and compaction of the top soil, as well as degradation of the drainage canal 

network which is anyway in poor condition. If the above considerations are not taken into 

account, there may be occurrence of excessive humidity of these soils and surface waters 

and thus disorder in water-air regime of soils and consequently their reduced value as 

agricultural areas. 

Section 2 covers the part from the Station Struga-Zagracani, Radolista-Radozda. 

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With regard to this section of the route, concerning the impact of construction on destruction 

of the top soil and intensification of erosion processes, the part of the route from 163-165 km 

is especially interesting; there, it runs along the highway in the areas of the villages 

Frangovo and M.Vlaj, on inclined terrain of cultivated areas and soils, formed on colluvial 

sediments, produced by material sliding from higher terrains beneath soils formed on 

limestone. This is a zone of activity of several torrents the erosive processes on which may 

intensify and induce earthslides if the top soil is destroyed. Then, the route proceeds through 

a longer and a shorter tunnel and several bridges in the zone of soils on limestone and 

dolomite, as well as complex of cement forest soils and regosols. 

Disintegration of soil structure (soil compaction) 

This is another way of soil degradation which occurs during linear projects development, as 

a result of the activity of construction mechanization. The area of Struga Field will be 

subjected to this type of soil degradation in particular, because the soils are formed on a 

sediment with a deep soil profile, low content of organic matter and weak stability of 

structural aggregates. Also, colluvial soils in the area of the villages Drugovo, Meseista and 

Zagracani will be subject to compaction. Soil compaction induces disruption of the soil 

structure and porosity of the soil and water-air regime, which in turn leads to reduction of the 

infiltration and filtration ability. As a result of this, surface waters occur, which in combination 

with the high groundwater level, as is the case in the river of Crn Drim river flow (in the zone 

of gley soils) and above the village Kalista, may cause excessive humidity of surrounding 

areas and intensification of gley processes. Therefore, existing access roads should be used 

to the maximum during the route construction, and care should be taken during the 

construction of the embankment on the route in order to avoid disruption of natural flows of 

ground waters as this may cause formation of water ponds along the route. 

Soil conversion (soil sealing) 

Conversion of soil, together with erosion, is the heaviest form of soil degradation, because 

the soil as natural resource is lost irreversibly, both in economic (for agricultural production) 

and ecological terms (as natural habitat fore different plant and animal species). 

Several zones which are particularly vulnerable to this type of degradation in the investigated 

area include: alluvial and gley soils in the areas of Izdeglavje, Belcista and Struga Field, due 

to their economic importance as agricultural land for the local economy and soils formed on 

limestone and dolomite which are relict soil types the formation of which takes tens of 

thousands of years. 


During the railway operation, the soil will be mostly under threat of erosion and 

contamination. Contamination would be product of the following processes: 

- Contamination from fuels and derivatives released from the locomotive along the 

route and at stations. 

- Contamination of soils with substances from gas emissions. The most significant 

pollution with gas substances and aerosols occurs at a distance of 10 meters from 

the railway, because of the rapid sedimentation of substances that are heavier than 

air. 

- Waste waters from toilets and maintenance of station halts. 

- Solid waste (organic and inorganic). Its production originates from passenger 

transport and around station facilities. 

277



- Pouring of materials that are transported (liquid fuels, ores, etc.). This is one more 

dangerous source of soil pollution in the nearest part to the railway line during its 

operation. 

- Treatment of the vegetation around the railway line with herbicides. 

Erosive processes that may occur during the railway construction are located in the 

surrounding of facilities (bridges, tunnels, underpasses, drainage canals, etc.), as well as at 

embankments and support walls of cuttings. 

4.8 Impacts on the quality of air and climate 

Electric railway line is a transport mode that is the least harmful for the environment. The 

main air emissions and impacts on the quality of ambient air are related mostly to the 

construction of the railway, generated by construction machines, while in the course of its 

operation those generated indirectly prevail, namely: increased emission intensity during 

manipulation of the freight at certain stations with transfer vehicles, increased presence of 

road vehicles at such stations, use of diesel locomotive, etc. 


Each of the construction phases assumes some intensity of gases and dust emission from 

the activities, machines and materials used. The main sources of emission are: 

Leveling of the terrain, excavation and rails placement 

Placement of signals and telephone lines 

Placement of electric installation. 

As no specification of the equipment to be used and dynamics of use are available, 

calculation will be based on the common CORINAIR values and certain values recognized in 

practice. The length of the line, according to the proposed design, is 62.5 km. It includes 

tunnels in a length of 12 400 m, viaducts in a total length of 3 130 m, as well as auxiliary 

facilities. The table below presents average emissions from construction machines for 1 km 

constructed line. 

Table 49 Average emissions from construction machines 

Construction phase CO NOx VOC PМ10* N 2O CH 4 NH 3 CO 2 SO 2 

Leveling, digging and placement 

of the rail 

Емисија (kg/km) 

4 2 16 1 0 0 0 177 0 

Signalisation 0 0 1 0 0 0 0 13 0 

Electrical equipment 1 0 2 0 0 0 0 50 0 

Total 5 2 19 1 0 0 0 240 0 

*emission of the treated material is not calculated 

According to Australian guideline on the assessment of emissions during excavations, dust 

emission is calculated by the following equation: 

EF 

U 

2.2 

PM 

0.75 

0.001184 

1 ER 

10 1. 4 

PM 10 

M 

2 

1.3 

278



where: 

EF PM10 – factor of emission of particles with diameter smaller than 10 m (kg/t processed 

material) 

U – wind speed (m/s) 

M – humidity of material (%) 

ER PM10 – efficiency of emission reduction 

At wind speed of 2.2 m/s and humidity of the earth mass of 5%, without reduction system, 

the PM10 emission will be 0.25 g/t. Taking into account that 51 480 m 3 or around 128.700 t 

of earth are treated for each kilometer railway, then the emission of flying dust from 

construction sites will be 31.4 kg. 

Emission factor for uploading and unloading of dampers is 0.0043 kg/t, or 553.4 kg/km. It 

turns that the total emission of PM 10 , at a construction site of 1 km, is 584.8 kg. 

The most unfavourable alternative for the environment is to carry out the construction works 

in a manner that each next kilometer is constructed upon the completion of the previous one. 

In such case, construction of one kilometer railway would be completed in around 22 days, 

and the intensity of dust emission would amount 0.307 g/s. According to the guideline for 

determination of BAT of the English Environmental Agency, the contribution of activities is 

determined by the following expression: 

PC 

RR 

DF 

where: 

PC-contribution of the process in the pollutant concentration increase, μg/m 3 

RR-quantity of emission, g/s 

DF-dispersion factor 

g 

3 

m 

g 

s 

Dispersion factor depends on the level of release, and its numerical value of long-term 

impact of the emission on the ground is 148. 

Taking all values into account, the following concentrations of harmful substances into the air 

around construction sites are obtained as a result of the activities of railway construction. 

Table 50 Concentration of harmful substances in the air around construction sites 

Construction phase CO NOx VOC PМ10* N 2O CH 4 NH 3 CO 2 SO 2 

Leveling, digging and 

placement of the rail 

Концентрација како придонес на активностите (μg/m 3 ) 

0,31 0.16 1.24 45.53 0 0 0 13.75 0 

Signalisation 0 0 0.08 0 0 0 0 1.01 0 

Electrical equipment 0.08 0 0.16 0 0 0 0 3.88 0 

Total 0.39 0.16 1.48 1.01 0 0 0 18.64 0 

279



*Emissions from earth excavation and manipulation are included 

According to the results obtained, the construction of the railway line has minimum and 

short-term impact on the quality of air. 


Electric traction trains have been envisaged to run over the railway line, which will eliminate 

all emissions into the air. Certain impact on the quality of air can occur at stations and 

intersections due to maneuvering activities of diesel locomotives, unloading, storage and 

operations of road vehicles. These impacts are minimum, but there is no sufficient data 

available to carry out a quantitative assessment. Due to the nature of the railway operation – 

linear facility for railway transport to be used for transport of passengers and material goods, 

impacts on climate change are not expected either during the railway construction nor during 

its operational phase. 

4.9 Impacts of noise 


The construction of the railway line is related to a series of activities which cause noise. 

Table 51 presents machines that are most frequently used in railways construction and 

levels of noise at reference distance of 15 m from the source. The values in the table are 

based on data from the available literature. 

Table 51 Noise levels from construction equipment 

Noise during construction Level of noise (dBА) 15 

m from the source 

Source of noise during 

construction 

Level of noise (dBА) 

15 m from the source 

Comresor 81 drill 101 

Digger 80 drill 96 

Ballast Equalizer 82 Pneumatic toll 85 

Ballast Tamper 83 pump 76 

Compactor 82 chainsaw 90 

Concreate mixing 85 Rock drill 98 

Pump for concreate 82 roller 74 

Vibrator for concreate 76 saw 76 

Crane 88 Shaking mashine 83 

Mobile crane 83 Scrap mashine 89 

bulldozer 85 shovel 82 

generator 81 pushing 77 

Mashine for flattening 85 woodcutter 84 

Pneumatic gun 85 Track loader 85 

Dneumatic drill 88 track 88 

Considering that different equipment is used in different construction phases, USEPA 

recommends the following values by phases: 

Table 52 Noise levels from railway line construction sites (15 m from source) 

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Construction phase Noise with all equipment Noise with minimum equipment 

Cleaning of the fiels 84 84 

excavation 89 79 

Construction of the base 78 78 

Construction 87 75 

Finishing 89 75 

Noise spread is a logarithm function expressed as 

D 

D 

( G 

1 

D 

Leq 

Leq 

ref ) 20 log 

10 

10 log 

10 

Dref 

Where: 

L eq (ref) – equivalent level of noise at reference distance from the source 

D ref – reference distance of noise from the source 

D – distance from the source 

G - Factor of the terrain 

Taking into account the heighest values and neglecting the terrain factor, the most 

unfavourable scenario of noise spread around construction sites is established, based on 

which the diagrame on Figure 71 was made. 

ref 

Figure 71 Reduction of noise with reference to the source (construction phase) 

Most of the works will be carried out outside of the populated places, without sensitive 

receptors. Additionally, the noise during the construction is an annoyance of temporary 

(short-term) nature, so the impacts are not significant, except in the immediate vicinity of 

construction sites. Impacts at a distance of 400 m are within the limits below 60 dBA during 

active period. The intensity of work during night will be at minimum and this will reduce the 

impacts on animals. 

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The US Federal Transit Administration (USA-FTA) has prepared guidelines on the 

assessment of the impacts on noise and vibrations from the transport. The assessment 

phases consist of: 

1. Specification of reference level at source – the procedure starts with estimate of 

noise level at sources; 

2. Conversion of the reference noise level at the source of exposure into Leq(h) or 

Leq(dvn); 

3. Assessment of noise spread. 

Noise in the railway transport originates from: 

Locomotive 

o Drive motors 

o Auxiliary installations 

o Contact between wheels and rails 

o Breaks 

o Sirens 

Wagons 

o Contact between wheels and rails 

o Breaks 

Number of compositions and speed of trains are significant factor for noise. In fact, the 

speed of the train determines the predominant source of noise. In case of diesel 

locomotives, the noise from engines is predominant at lower speeds, while the source of 

noise at higher speeds is the contact between wheels and rails. 

Under the optimistic scenario, the maximum number of compositions to run over the line 

daily in 2040 will amount 39, out of which 14 passenger and 25 freight. This number has 

been accepted for further calculations along the whole line. 

The levels of exposure to noise from different sources in the railway transport according to 

FTA [1] are given in Table 53. 

Table 53 Levels of exposure at noise from different sources of the railway transport 

Source/type 

Intensity(dB) 

Local trains Locomotive Diesel - electric 92 

Electric 90 

Diesel multy units Diesel 85 

Buzzers 400 m with crossing 110 

Choaches Scrap, welded reils 82 

Reilway transit welded reils 82 

Tranzit buzzer 200 m with crossing 93 

Transformation of exposure at noise from the locomotive (SEL ref ), in a form of Leq(h), is 

carried out according to the following expression: 

where: 

L 

S 

( h) 

SELref 

10 log( Nlok 

) 10 log 10 log( V ) 

S 

ref 

35.6 

eq 

2 

282



L eq (ref) –equivalent level of noise at reference distance from the source 

S ref 

S 

N - 

–reference speed 

–current speed 

number of locomotives in compositions 

V - frequency (number of compositions per hour 10·log(3600)-35.6) translation of 

seconds into hours 

Determination of hourly equivalent level of noise for a day, night and evening is performed 

so that the appropriate frequency is inserted in the expression. To calculate the referent 

hourly level of noise from wagons, we apply the following expression: 

L 

S 

( h) 

SELref 

10 log( Nvagoni) 

20 log 10 log( V ) 

S 

eqV 

3 

ref 

in which variables have the same meaning as above. The average daily equivalent noise at 

reference distance is calculated as: 

10 

10 

L 10 log 12 10 4 10 8 10 13.8 

4 

dvn 

L ( d ) 

L ( v) 

L ( n) 

eq 

eq 

eq 

10 

35.6 

In the above expression, 13.8 is 10·log(24/10). Taking into account the number of 

compositions and taking the maximum speed as constant, we get the values of the reference 

equivalent noise at daily level, as presented in Table 54. 

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Table 54 Calculation of reference equivalent noise (15 m from the source) 

Passanger 

Locomotive SEL ref LeqL(h)d 53,6 

SEL(loko)ref 90 LeqL(h)v 52,4 

No of coaches locomotiveN(lok) 1 LeqL(h)n 52,4 

K 10 

Speed 100 

Frequention 14 

ден 0,6667 

вечер 0,5 

ноќ 0,5 

Coaches 

No of coaches 7 LeqL(h)d 55,0 

SEL(vagon)ref 82 LeqL(h)v 53,8 

LeqL(h)n 53,8 

Freight 

Locomotive 

SEL(loko)ref 90 LeqL(d) 56,3 

N(loko) 1 Leq(v) 55,4 

K 10 Leq(n) 54,1 

Speed 100 

Frequention 25 

1,25 

1 

0,75 

Coaches 

N(vagon) 15 LeqV(d) 61,1 

SEL(vagon)ref 82 Leq(v) 60,1 

Leq(n) 58,8 

Total for periods Leq(d) 63,5 

Leq(v) 62,5 

Leq(n) 61,6 

Leq(dvn) 63,0 

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If the obtained level of 63 dBA is substituted in the equation (1) we will get the curve of noise 

spread from the railway transport on the line in its least favourable variant. That curve is 

shown on Figure 72. 

According to these results, at a distance of 120 m from the railway line, the level of noise 

declines to 45 dBA which corresponds with the natural phone. This means that at a distance 

of 120 m from the source, the noise will be lower than natural phone by around 3 dBA. 

Already at 250 m, the noise from this railway line will not have any notable impact. 

Therefore, the field spreading to 120 m left and right from the line is marked on the layout 

map. 

Figure 72 Noise decline with reference to source (operational phase) 

Graphical presentation of noise impact on the affected area can be found in Appendix 10. 

4.10 Solid waste management 

During the railway line construction, the work will involve new material, i.e. a new line will be 

located and set up and thus there will be no waste generated from reconstruction (mostly 

construction waste and demolition waste). During the operation and functioning of the 

railway line, different types of waste will be generated. These include municipal waste, 

packaging waste, waste from construction activities, etc. Minor quantity of hazardous waste 

will occur among other wastes. 

4.10.1 Waste during construction 

The waste to be generated during the railway construction will originate from construction 

activities and construction industry. Construction operations generate non-hazardous waste. 

Construction equipment that will be used for construction may be used for several times, and 

thus reduce waste from construction activities. Fractions of waste that will be generated as a 

result of construction activities are related to the types of materials and equipment that will 

be used during construction (earth and concrete works, assemblage, electric and 

mechanical, finishing works, etc.). 

Maintenance of the mechanization to be used during the railway construction will not be 

performed along the route of the line, i.e. on the location itself, but it will be taken to 

285



adequate service centres in the nearby populated places, where authorized service 

operators exist. For these reasons, no waste specific for this type of activity will be 

generated (accumulators, lubrication, greases and oils, used tires, etc.). 

Solid waste generated by the work contractors/workers during the railway construction, will 

be approximately identical in composition with the waste generated in households. 

Inert waste originated from excavation or from tunnels opening is natural material (earth or 

stone) which may be reused in the railway construction, for embankments or as buffer in the 

line setting. Based on the calculations made on cross-section profile of the railway, the 

expected material to be dealt with by the contractor of works is shown in the following table. 

Table 55 Amounts of inert waste 

Type of activity Quantity m 3 

Excavation of humus 533.840 

Excavation 2.797.240 

Embankment 2.498.356 

Buffer 167.304 

Crush stone 170.830 

gravel 21.577 

The next table shows expected waste types during the phase of construction of the railway 

line, presented in accordance with the List of wastes (Official gazette of RM no. 100/05). 

Table 56 List of wastes 

12 WASTES FROM SHAPING AND PHYSICAL AND MECHANICAL SURFACE 

TREATMENT OF METALS AND PLASTICS 

12 01 13 welding wastes 

15 – WASTE PACKAGING; ABSORBENTS, WIPING CLOTHS, FILTER 

MATERIALS AND PROTECTIVE CLOTHING NOT OTHERWISE SPECIFIED 

15 01 packaging (including separately collected municipal packaging waste) 

17 – CONSTRUCTION AND DEMOLITION WASTES (INCLUDING EXCAVATED 

SOIL FROM CONTAMINATED SITES) 

17 01 01 concrete 

17 03 bituminous mixtures, coal tar and tarred products *) 

17 04 metals (including their alloys) 

17 05 04 soil and stones 

17 06 04 insulation materials 

17 09 04 mixed construction and demolition wastes 

20 – MUNICIPAL WASTES (HOUSEHOLD WASTE AND SIMILAR COMMERCIAL, 

INDUSTRIAL AND INSTITUTIONAL WASTES) INCLUDING SEPARATELY 

COLLECTED FRACTIONS 

20 01 separately collected fractions *) 

20 02 01 biodegradable waste 

20 03 01 mixed municipal waste 

20 03 04 septic tank sludge 

20 03 07 bulky waste 

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*) Depending on composition, it may be categorized as hazardous waste 


The waste to be generated during the operational phase of the railway line will originate from 

its maintenance or by the users of the railway transport and it has municipal nature at 

stations or intersections. 

The types of waste generated include consumables, spare parts and equipment. Dynamics 

of generation of these wastes is related to the maintenance and to the frequency of 

passengers. 

4.11 Socio-economic aspects, ownership aspects and impacts on revenues 

The planned route of the railway line, due to its length, will pass through state and privately 

owned land (mostly agricultural land and cultivable areas). As a structure, it will not occupy a 

lot of space in width, which implies negligible impact on places related to agricultural 

activities or related to economic revenues. 

Permanent loss of land, forest and other properties, as well as potential damage during the 

railway construction or operation, will be subject of compensation in accordance with the 

Macedonian legislation. 

Public Enterprise “Macedonian Railways”-Skopje will carry out appropriate process of land 

expropriation with each natural or legal person, owner of land which is required for the 

project implementation. 

4.12 Visual effects/impacts on landscape 


Landscape in the frames of construction zones established along the route of the railway line 

will be notably modified during the construction. The number of construction zones, their size 

and locations must be specified in the technical documentation for building. These zones, 

together with the sites for storage of construction materials and assemblage segments for 

the railway line, will be visible and cause changes in the aesthetics of the landscape. Yet, 

these changes will be of short-term nature, their duration being equal to the duration of the 

railway construction itself. Therefore, as well as for the fact that the route will pass through 

forest landscape in most of the corridor, the said changes will be negligible. 

Upon the completion of the construction works, and in accordance with the obligations of the 

Law on Building, micro relief and vegetation in these zones will be subject to restoration. 


At certain sites, the new railway line will induce limited visual changes in the existing 

landscape and paysage. As a result of the narrow corridor occupied by the line, the length 

and the number of tunnels, proximity of the regional road Kicevo-Ohrid-border with Albania, 

as well as distance of populated places, it is expected that the visual effect of the railway line 

will be insignificant. 

No landscapes with significant landscape values, tourist and recreational zones, historical 

and architectural monuments have been identified in the vicinity of the route, the aesthetic 

values of which would be in conflict with it. There are no recorded, designated or proposed 

areas for protection of the landscape diversity in the close surrounding of the railway line 

Kicevo-Lin in the Spatial Plan of the Republic of Macedonia 2002-2020. 

Apart from the careful planning of the railway route, it will need to be cleared from 

vegetation, trees and part of the forest management units, but due to the small width of the 

railway, interventions will be minor. In addition to this, execution of excavations and erection 

287



of embankments, setting of bridges that cross the rivers Treska and Sateska, as well as 

development of viaducts (crossing dales and trenches) will contribute ti the modification of 

visual characteristics of the area concerned. Notable visual changes will occur at points of 

intersection with local roads. 

4.13 Impacts on forests 

Construction activities along the route will induce major changes in many domains. 


1. The so called soil sealing, i.e. conversion from productive into unproductive land will 

take place, and in this case permanent conversion of forest into building land by 

which economic and generally useful functions and values of forest will be 

permanently lost; 

2. Construction of access roads, other infrastructure and facilities will have additional 

impacts through disruption of natural ecosystems and increased amount of expected 

negative effects and damages; 

3. Links between different ecosystems will be broken and therefore permanent 

negative impacts are expected in the food chain, movement and reproduction of 

animals, etc. There is also direct impact on the established balance, cycles, 

processes and dynamics of sustainable development of biological development; 

4. Forest fragmentation will occur in certain sections which will have negative 

reflections on economic activity; 

5. Change in the manner of operation in certain parts along the railway line, i.e. at 

places of planned resurrection wood cuts and various other activities aimed at 

improvement of productivity will result in change of forestry measures due to the line 

construction, which will burden the forest managing enterprise financially. The 

overall changes envisaged will take place in around 1820 ha. 


In the course of the operational phase of the line, the most significant impact will be 

increased risk of fire. 

- risk of forest fire occurrence from the sparkles during breaking and other operations of 

rail vehicles. 

4.14 Impacts on erosion and deposits during construction and operational phases 

The following impacts can be expected during construction and operational phases of the 

railway line: 

1. Disruption of the established regime of water running, with possible severe negative 

within the corridor of the railway line; 

2. Increased hazards of erosion processes, including even stability of slopes due to 

earth works. Considering the great volume of construction works, especially 

voluminous earth works, excavations and embankments along the line route will 

288



cause intensification of erosive processes, which will have negative effects on the 

quality of waters; 

3. Turbidity of watercourses will occur frequently which will have negative effects on the 

life in the watercourses and Ohrid Lake; Processes of transportation and 

retransportation of deposits along hydrographic network of Sateska river are 

expected to intensify. Such processes will have negative effects on the ecosystem of 

Ohrid Lake; 

4. Due to huge earth works, upon compensation activities, a surplus of around 300 000 

m 3 is expected for disposal. This will result in soil degradation (type: change in 

outlook), but there is a danger of erosive processes in disposed material. 

4.15 Impacts on natural heritage 

The planned route of the railway line will not pass close to any recorded protected natural 

heritage. 

During the elaboration of the planning documentation and detailed designing of the railway 

line, the Investor will observe the requirements for conservation of the recorded natural 

heritage stipulated in Macedonian legislation and multilateral agreements in the area of 

nature conservation. 

This approach implies avoidance of potential construction activities, opening/use of access 

roads, as well as location of the railway route in areas around the recorded protected areas. 

This will ensure elimination of potential direct impacts thereon. 

4.16 Impacts on cultural heritage 

During elaboration of the planning documentation and detailed designing of the railway line, 

the Investor will observe the requirements for conservation of recorded cultural heritage 

incorporated in Macedonian legislation and multilateral agreements in the area of culture. 

There are no archeological sites and areas with cultural heritage along the planned route of 

the railway line that would pose limiting factor in the process of railway line planning and 

designing. During the railway construction, the Institute for Monuments Conservation from 

Ohrid will perform monitoring. In case existence of artifacts is established or indications of 

potential archeological good on the location during earth and construction works, the 

activities will be terminated and the Administration for Cultural Heritage under the Ministry of 

|Culture will be notified duly. 

Impacts on cultural archeological heritage are not expected during the operational phase of 

the railway line. 

4.17 Impacts of radiation 

Impacts of radiation are not expected during construction works and railway line operation. 

4.18 Impacts of odour 

Impacts of odour are not expected during construction works and railway line operation. 

4.19 Cumulative impacts 

Changes in environment induced by the activities in combination with other activities from 

the past, present or future activities which are similar with the activities planned within the 

observed area, are called cumulative impacts. Based on this, in relation to the planned 

289



railway line, cumulative effects may occur as a result of other existing or future projects of 

the same kind along its corridor (highway, regional road). 

In the area near the rote, construction, i.e. extension of the existing main road Kicevo Ohrid 

to achieve the level of highway has been planned. Expected cumulative effects include noise 

and air emissions. They are expected to take place in a short time interval, and therefore we 

may assess them as negligible. 

4.20 Matrix of environmental impacts 

Identification the impacts of project activities on different elements of the environment has 

been made in order to establish link between the activities in all phases of the project life 

cycle and the state of the environment in the afected area, socio-economic and health 

aspects of the population living and working in the project area. 

While assessing the impacts, criteria for environmental impact assessment have been set 

and matrix prepared to assess all impacts on different elements of the environment. 

Criteria for environmental impacts assessment are presented in the following table. 

Table 57 Criteria for environmental impact assessment 

Criteria 

Assessment of the impact due to the selected criteria 

Caracter of the impact Positive (+) Negative (-) None-neutral 0 

Type of the impact Direct Indirect Cumulative 

Density of the impact Big Midle Small 

Area of the impact Area Volumen Dispersion 

Time of existence Immediately After some period (h/d/y) 

Time duration Short Midle Long 

Reversibility repeat Non-repeat 

Probability of the impact Certainly Probably Impossible 

Importancy Local Nacional Cross-border/global 

Appendix 11 contains the matrix of impacts of the railway line Kicevo-lin construction. 

290



5 Measures for environmental impacts prevention or reduction 

5.1 Measures for reduction of impacts on geomorphology 

In terms of geomorphology (relief), significant sites or endemic forms the integrity of which 

would be disrupted (modified) during the corridor development have not been recorded 

along the railway corridor (Kicevo-Lin), starting from Kicevo Valley, through the furthest 

northern parts of Ilinska Planina Mt., Debrca and Ohrid-Struga Valley. Therefore, no specific 

mitigation measures have been envisaged with regard to them. 

In addition to the above, along the entire corridor, no sites have been identified which could 

induce occurrence of snoslides or major earthslides due to the morphoplastics, that would 

pose obstacles to the normal performance of the transportation upon putting the railway line 

into operation. Therefore, specific measures for their mitigation have not been envisaged. 

With regard to potential occurrence of caverns (cave expansions) along the designed tunnel 

between the villages Judovo and Slivovo, the contractor will notify the competent authority 

(Ministry of Environment and Physical Planning) in time. Furthermore, during the opening of 

the tunnel above the village Radozda, care should be taken to prevent any damage of the 

cave church. 

5.2 Measures for reduction of impacts on biological diversity 

5.2.1 Measures for reduction of impacts on habitats and ecosystems 

5.2.1.1 Forest habitats 

Italian and Turkey oak forests 

Construction of the railway line will result in direct destruction of part of the forest habitats, 

especially Italian and Turkey oak woods. 

Mitigation measure: Avoidance of excessive and unnecessary destruction of these woods 

and use of existing forest roads as access roads during railway line construction. 

Construction works in forest habitats should be limited to a minimum narrow belt around the 

route. 

Chestnut forests 

Mitigation measure: To avoid unnecessary destructing of chestnut trunks. Destruction of 

chestnut trunks should be minimized, i.e. only on spots of direct passage of the line. 

5.2.1.2 Humid forests and riparian belts 

Riparian belts along Treska river 

Mitigation measure: the feet of the bridge columns near the village Popolzani (km 

107+811) should be positioned above the right bank of the river Treska, and on the left bank 

they should be away from the river to avoid destruction of alder riparian belts. 

Riparian belts along the rivers Brzdanska, Judovska and Vilipica 

According to the current route plan, there is no direct threat of destruction of alder belts 

along the rivers Brzdanska, Judovska and Vilipica. Potential danger derives from the 

construction of access roads or rockslides during construction activities above the riverbeds. 

Mitigation measure: To avoid any destruction of alder belts along the rivers Brzdanska, 

Judovska and Vilipica. In case such degradations occur, recultivation of the natural 

vegetation will be accomplished as a matter of necessity. 

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Alder forests near the village Arbinovo 

Alder forest in the vicinity of the village Arbinovo have been assessed as very highly 

sensitive. Under the current plan, the route of the railway line passes through alder woods. 

Figure 73 Marshy habitats near the village Arbinovo (alder woods, humid meadows and marsh 

communities) 

Mitigation measure: The proposed route is confirmed by one modification concerning the 

bridge solution between spot heights 124+334,42 and 124+489,37. This solution will improve 

the access of people to meadows and secure uninterrupted crossing of animal species, as 

well as uninterrupted air circulation. 

Alder belts in the foothill of the hill Kula near the village Pesocani 

The route of the line passes through alder belts along the river Sateska, in the foothill of Kula 

near the village Pesocani, posing direct threat of riparian vegetation destruction. 

Mitigation measure: The route should be diverted above these habitats, along the right side 

of the river Sateska and avoid its double cutting with the future railway line. 

5.2.1.3 Marshes 

Marshy habitats near the village Arbinovo (see the mitigation measure of alder forests 

near the village Arbinovo) 

Struga marsh (including the marsh in the vicinity of the village Radolista) 

Mitigation measures: 

To avoid destruction of tree boundaries which are remains of the marshy vegetation 

(willows and poplars). 

Construction of underground culverts for amphibians, reptiles and mammals. 

Reeds near the villages Volino and Moroista 

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Mitigation measure: Access roads, camping sites, temporary waste duming depots should 

not be developed in the reeds between villages Volino and Moroista. 

5.2.1.4 Humid meadows 

General mitigation measure: Unnecessary destruction of marsh vegetation has to be 

avoided. Where this is unavoidable, it should be limited to the minimum! This measure 

applies to all humid meadows (humid meadows along river Sateska, humid meadows 

between Volino and Moroiste) 

Humid meadows near the village Arbinovo. (see the mitigation measure for alder forests 

near the village Arbinovo). 

Humid meadows near the village Radolista (see mitigation measure in Struga marsh). 

Monitoring over the implementation of mitigation measures for the impacts on forest 

ecosystems, marsh habitats, meadows and some of the landscapes should be carried out 

during the railway line construction. Given the fact that the subject habitats and sites are 

spread along the entire route length, it would be preferable to hire an expert (biologist) 

during construction works along the entire route. The engagement of this expert in days is 

shown in the table with the measures for impacts reduction, including the monitoring 

measures. 

5.2.2 Measures for reduction of impacts on species 

In order to reduce direct death rate of animals from collision with the trains during the 

operational phase, the following will be necessary: 

removal of dead animals from the line vicinity, 

removal of food and other wastes near the line. 

Removal of potential sources of food will reduce the presence of animals near the railway 

line and thus the direct death rate will be reduced as well. 

Also, it is recommended snow cleaning and establishing clearings at every 50-100 meters. In 

this way, animals that would move on the line could escape on the clearings in time and thus 

the collisions-deaths of animals will be reduced, and the safety of the transport will be 

increased. 

The columns bearing the electricity conductors required for electricity supply to trains are 

expected to be used by birds as standing points, and even as potential nesting spots. In 

such cases, bird death cases are well documented and surprisingly high, especially during 

migration. Therefore, many European countries undertake activities for readaptation of 

electric columns and attention is paid to the design of newly erected columns. The electric 

columns have so far not been subject of the required attention, but lately, especially in 

Germany, care is taken of the new design as well. 

Beards are subject to electrocution due to the circuit closed with their wings or body 

(earthing contact and phase or two phases). For this reason, larger birds are more exposed 

to electrocution. Bird species that will be particularly threatened by electrocution (but also 

collision) during the railway line operation include storks, herons and birds of pray. 

There are solutions for drastic reduction in death cases with birds, and all of them are based 

on preventing the birds to close the circuit (moving the wires away from each other and from 

the main column at a distance bigger than the range of the bird's wings): 

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1. Supporters (insulators) should be hanged downwards (not upwards) on the 

horisontal partition of the columns. 

2. The lowest distance between two adjacent wires should be bigger than 140 cm. 

3. Distance between the peak of the column and the first wire beneath it, alike the 

distance between insulator and uninsulated part of the wire should exceede 60 cm. If wires 

are placed laterally of the column, they should be moved away of it on an insulated 

supporter which is at least 140 cm long. 

4. At each column, at least 60 cm of the wire should be insulated with plastic coating, 

on both sides of the supporter. 

During the railway line construction, sensitive aquatic ecosystems should be subjected to 

periodical inspections by relevant specialists, in order to secure proper application of the 

prevention measures. Sensitive sites include Ohrid Lake near the village Radozda, Crn Drim 

upon its exit from Struga, the river Sateska near the villages Pesocani and Volino, and river 

Treska in the region of the village Popolzani. It is also recommended to perform periodical 

sampling of water for chemical analysis, paying particular attention on the presence of 

hydrocarbon compounds, nutrients (phosphates, nitrates, ammonium) and bacteria (total 

and coliform). In parallel, laboratory analysis should be made of the composition and 

presence of benthos diatomea as one of the relevant indicators of water pollution. It is 

recommended such analysis to be carried out every two months. 

5.3 Measures for reduction of impacts on the functionality of landscapes 

Hilly rural landscape 

General measure: To prevent unnecessary destruction of boundary vegetation. To avoid 

(and fully prevent where possible) destruction of boundary vegetation immediately around 

the route. 

Impacts on plane lake landscape 

Mitigation measures: to build culverts with much bigger frequency (at every 150 m) in the 

plane lake landscape, from the village Klimestani to the village Radolista. 

5.4 Measures for reduction of impacts on geology 

Design and construction phase 

The following measures should be applied in order to establish conditions for avoidance of 

possible impacts of the railway line on geological structures, engineering geological 

appearances and processes and hydrogeological appearances and facilities during detailed 

planning and designing: 

Selection of appropriate alternative solution while dimensioning the railway line route 

and required access roads along the stretches (stations) where underground linear 

facilities (canals and pipelines) exist; 

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Selection of appropriate alternative solution and adequate construction materials 

while dimensioning the route of the long-distance transmission line and necessary 

access roads along the stretches (stations) where possibility for potential direct 

pollution of aquifers has been identified (hydrogeological collectors), and in this way 

also indirect pollution of recorded water occurrences and facilities. One of the 

solutions is to apply, i.e. install insulation construction materials (clay buffer, 

geotextile, etc.) on critical stretches (stations); 

Also, attention should be paid of segments of the existing regional pipeline 

"Stidencica", along the extension from chlorination station towards the city of Kicevo 

(station 102 km-103 km) and extension where the line crosses river Treska by a 

bridge (station 107 km + 600-108 km + 000); 

Geodetic survey and rehabilitation of potentially sensitive engineering geological 

appearances and processes with regard to rockslides, surface wash-out, draw off, 

and earth slides. These are recorded appearances and processes having potential to 

cause geological hazards in relation to line safety and stability. 

To eliminate and reduce potential impacts of the railway line on geology, hydrogeological 

occurrences and facilities and engineering geological appearances and processes, 

management measures should be undertaken during construction phase, including: 

Selection of adequate and technically proper functioning construction machinery and 

vehicles; 

Selection of suitable locations for temporary and permanent disposal of excavated 

rock masses/sediments; 

Adoption of good construction and construction zones management practices: 

As required, installation and maintenance of control measures for erosion and 

sedimentation along drainage lines, to prevent transport of sediments from the 

construction zones along the railway line route; 

Progressive rehabilitation and stabilization of disrupted rock masses/sediments in 

order to reduce erosion; 

Rehabilitation (grass or vegetation planting) of permanent sites for excavated rock 

masses disposal. Formerly removed humus material could serve this purpose; 

Removal of deposited earth material, as soon as it becomes possible; 

Provision of equipment/vessels for leakage removal. 

Operational phase 

The main precondition for elimination of potential impacts in this project phase is selection of 

adequate and technically proper functioning power mechanization, as well as adequate and 

technically proper functioning power and construction mechanization and vehicles (in the 

phase of the line maintenance and service). 

During maintenance and service activities, the personnel will be obliged to observe the 

requirements for prevention regarding potential events of fuel or oil leakage from the 

vehicles. 

5.5 Measures for reduction of impacts on seismics and vibrations 

5.5.1 Methods for reduction of seismical effects of mining 

The operations of construction of the structures along the route (incisions, tunnels, bridges) 

will be conducted by applying techniques of drilling and mining, which will cause seismical 

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effects in the environemnt. Adopted danger distances should comply with the technical rules 

of the legislation and they have to be observed. 

Mining should be performed by applying millisecond arresters, upon prior calculation of the 

maximum permissible quantity of explosive to be detonated simultaneously (equal arrest 

interval). 

It is recommended to use the NONEL system for initiation of explosive charge in order 

to annul negative effects of mining. 

Sources of vibrations - it is specific that strong vibrations are generated during mining 

activities, and their effects should be minimized, which can be achieved by calculation of the 

radius of danger zones, for the following risks occurrence: 

• Dispersion of the material, 

• Seismic activity, 

• Air waves dangerous for people, 

• Air waves dangerous for structures. 

If, upon the adoption of danger zones, and for the purpose of maximum reduction of these 

risks, safe manner of mining is in principle expected by application of the modern NONELsystem 

of connectors between mining holes, the maximum permissible quantity of explosive 

in one mining drilling should be determined. 

The application of this mining parameters and proper disposal of excavated blocks will 

drastically reduce negative impacts on the environment. 

Use of the modern way of initiation of NONEL has numerous advantages compared to 

classical way of mining charges initiation. The most outstanding properties of the NONELsystem 

giving advantage to it before the classical way of initiation include the following: 

- Reduction of stresses from detonation, 

- Safe in operations in the mine field, 

- High possibility for explosive charge targeting, 

- NONEL-system is resistant to moisture, electricity, flame and friction, 

- Possibility for conducting the mining works under water as well, 

- Simple handing and preparation for complex mass mining, 

- Possibility for combination with all classical means of initiation, 

- Activation of high number of mining holes with different intervals of initiation, 

- Relatively effective means of initiation both for surface and underground mining, 

- Better granulation of mined material, 

- Reduced dispersion of rock pieces. 

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Figure 74 Presentation of rock mass behaviour in mining with NONEL-system and detonation fuse 

Figure 75 Presentation of rock mass behaviour in initiation at several drillings with NONEL- system 

and detonation fuse 

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Figure 76 Photograph made during mining with NONEL-system 

In the case of the construction of the railway line Kicevo-Lin (border with the Republic of 

Albania), the estimates based on the intensity of the activities lead to the conclusion that 

seismic impacts resulting from mining will not present major problem and will be restricted to 

the working environment in the zone of construction activities. It is recommended to use 

NONEL system of explosive charging in order to eliminate negative impacts of mining. 

5.5.2 Methods for mitigation of vibrations from railway transport 

In order to reduce vibrations of the ground caused by trains at certain distance from the 

track, several aspects should be taken into consideration, such as generation of vibrations at 

the source, their propagation in the surrounding and interaction with the structure of the 

recipient. In other words, methods available for mitigation of excessive vibrations of the 

ground may be divided into three general groups, namely: 

The first group includes those resulting in generation of less intense vibrations at 

source. 

The second group of measures is focused on the propagation of vibrations from 

source towards recipient, and 

The third group of measures includes the methods that reduce the impact of 

vibrations on recipient. Based on this, the best method or methods should be 

adopted, taking into account technical and economic aspects of the problem. 

5.5.2.1 Mitigation methods at source 

Some of the methods that may be used for avoidance of excessive vibrations in the railway 

structure are listed below (Wilson et al. 1983, Nelson and Sauernman, 1983, and 

Bahrekazemi et al., 2003): 

- Welded rails, 

- Modification of design of the wagons, especially primary system for suspension, 

- Elastic wheels, 

- Wheels alignment, 

- Rails sharpening, 

- Elastic adhesives for direct fixing of rails, 

- Stabilization of the soil under the embankment, 

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- Floating slabs, 

- Reducing the train speed. 

Usually, a combination of two or more of these methods is used. For example, wheels 

alignment, rails sharpening, welded rails and elastic fixing are used all together. Each 

method is the most efficient within certain frequency range. Methods of wheels alignment 

and rails sharpening are efficient at a frequency of more than 100 Hz, while floating slabs 

are efficient at frequencies exceeding 15-20 Hz. This method is most frequently used in 

subground railways characterized with their high frequency property compared to traffic on 

surface railways on soft soil. 

On the other side, in the range of very low frequency (below 20 Hz), the method of soil 

stabilization can mitigate vibrations. 

5.5.2.2 Methods of path mitigation 

Sometimes, we use barrier on the path of is the waves propagating from source to recipient, 

in order to mitigate ground vibrations. The method also known as protection has been 

studied experimentally (Woods, 1968, and Masarch 2004) and numerically (Haupt, 1978, 

Besoks, 1986, and Ahmad and Al-Hussaini, 1991), both for open and in-filled trenches used 

as barrier. Compared to open trenches, it has been established that both width and depth 

are relevant for in-filled trenches. Furthermore, the optimum depth of in-filled trenches is 

around 1,2 times bigger than the wave length of Raili's waves in soil material (Ahmad and 

Al-Hussaini). 

The method is used with certain efficiency in the reduction of ground vibrations caused by 

railway transport, by use of stabilized soil with calcareous cement as with the in-filled 

trenches (Wit and Bahrekazemi, 2003). An important deficiency of methods in soils with soft 

clay results from relatively low frequency of vibrations in this soil type which is suitable for 

very long wave lengths. Thus, to be efficient, the trench has to be very deep. 

5.5.2.3 Methods for mitigation with buildings 

If only one or several buildings are affected by excessive ground vibrations from the railway 

line, alternative methods, such as insulation, can prove suitable. 

Insulation of the foundations of the buildings from the ground, by applying the system of 

elastic support as shown in Figure 77, is a method used sometimes to mitigate ground 

vibrations. With this method, the building is observed as a rigid body placed on a certain 

number of springs (and shock absorbers). Natural frequency of the system has to be 

designed to be far below the lowest frequency of vibrations that should be subject of 

mitigation, as can be seen by one degree of the free system on the right part of Figure 77. 

The bottom left part of Figure 77 shows reduction of vibrations at different frequencies. 

Natural frequency of the system in vertical direction is 4 Hz. As we can see from the natural 

frequency spectrum defined by manufacturer, vibrations at frequencies higher than around 

10 Hz are reduced efficiently. 

In case of industrial building where excessive ground vibrations may impede the operation of 

certain equipment, it could be appropriate to insulate only parts of the building or even only 

the foundations of the sensitive equipment of the rest of the building in a similar way as the 

one described above for the entire building. 

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Figure 77 Building insulation to reduce ground vibrations from the nearby railway line by use of 

system of springs (Gerb Vibrations Control Systems) 

There are methods for mitigation of ground vibrations potentially caused by the railway 

transport along the railway line Kicevo-Lin (border with the Republic of Albania). The 

method or the combination of methods that will be used depends on factors like frequency 

content of vibrations generated on the ground, the distance of structures from the line, type 

and stratification of soil in the area where the line is built, the number of structures that need 

to be protected from excessive ground vibrations and types of structures. Further on, ground 

vibrations combined with environmental noise from the railway can be perceived as more 

annoying by people. Therefore, combination of methods for noise with those for vibrations 

mitigation is recommended in order to achieve the best results. 

The speed of trains and the force of wheels are two very important factors influencing the 

level of ground vibrations. Geotechnical characteristics of the terrain also have important 

effect on vibrations. With regard to the type of the trains running over the line, we may 

conclude that there is no significant difference between vibrations generated in rails of freight 

and non-freight trains when vibrations are normalized for the force of the wheels and the 

speed of the train. Vibrations generated by freight trains are reduced with the increase of the 

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distance from the axis of track symmetry at lower rate compared to non-freight trains. Also, 

reduction of vibrations may be influenced by the speed of the train. 

5.6 Measures for reduction of impacts on soils 

One of the main tasks in the planning of civil works is to plan well the balance of materials by 

individual sections, i.e. the surplus of earth obtained by cuttings and tunnels opening and the 

demand for material for embankments erection. In this way, the demand for additional 

material would be balanced with the surplus material requiring disposal. Also, the need for 

borrowing pits and disposal sites would be lowered, which is a benefit for the environment 

while reduced manipulation of materials would reduce the cost of the facility construction. 

General measures that need to be undertaken in order to reduce the impact of railway line 

construction on soils include: 

Strict protection of all zones, beyond the core construction zone, so to avoid excavation 

of additional areas for temporary and permanent use (storage of construction materials, 

parking of mechanization or workshops for vehicles repair). Regular control of 

machinery fleet in order to minimize the threat of leakage of hazardous chemical 

substances into soil; 

Proper management of the top soil because that material can be used further for 

inclinations recultivation and stabilization; 

Keeping and manipulation of fuels has to be a strictly controlled process which assumes 

undertaking of measures of prevention of soil contamination. Filling in the machines and 

aggregates with fuel must not be closer than 50 m to watercourses, canals or drinking 

water wells; 

Opening of access roads to certain construction sites beyond those specified in 

technical documentation should be prohibited; 

Machines should be parked at duely planned and arranged areas (camps) which should 

comply with the required preconditions for soils protection against contamination with 

fuels and derivatives; 

In case of contamination of the soil with incidential spillage of fuel or a derivative, the 

contaminated layer of soil should be removed and disposed of at suitable location; 

During dying or other type of chemical protection on a part of constructions, appropriate 

protection measures have to be undertaken, such as covering of surrounding soil; 

Adequate management of generated municipal waste; 

Cleaning of the equipment and vehicles should take place only at specifically 

determined places designed in a manner to avoid contamination of soil and ground 

waters. In this way, washing of trunks/concrete mixers will be with prevented 

uncontrolled throwing away of concrete remains. Concrete amounts that will be 

accumulated in this way can be further disposed of as inert solid waste or reused as 

filling material in some construction processes; 

Upon the completion of the railway line construction, all borrowing pits and disposal sites 

will be recultivated so to improve visual effect and renew natural vegetation; 

Wastewater from toilets and maintenance of station facilities - appropriate systems of 

sanitary wastewater treatment, as well as system of collection and treatment of the 

waste water generated during stations maintenance should be established; 

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Solid waste (organic and inorganic). Its generation occurs in the course of passenger 

transport and around station facilities. Solid waste will be managed by an appropriate 

service that will collect and transport it to adequate locations, because it can be 

incorporated in the soil and result in soil prolonged pollution; 

Treatment of vegetation around the line with herbicides. Amounts and timing of 

treatment should be well planned and soil and ground waters pollution should be 

prevented; 

Erosion processes that may occur in the course of the railway line construction are in 

the vicinity of the structures (bridges, tunnels, underpasses, drainage canals, etc.), as 

well as with embankments and supporting walls of cuttings. Regular monitoring and 

undertaking of prompt intervention measures are required for timely prevention of major 

degradation of soil along the line. 

Mitigation measures for certain soil types that are the most vulnerable in relation to 

degradation: 

1. Colluvial soils (villages Drugovo, Meseista, Frangovo, Radolista) 

Areas are onto rather inclined terrains and mostly cultivated. Soil is clayey and heavy which 

determines possible occurrence of intensive erosion. The route usually makes cuttings 

diagonally to the inclination of the terrains under colluvial soils. High number of civil works 

contributing to contamination have been planned. 


- Construction of support walls, drains and drainage system, 

- To stabilize embankments upon cuttings, free area for the inclination stabilization 

should be developed, 

- Destruction of natural vegetation should be avoided, 

- Stabilization of the embankments of the route with fertile soil layer and grass 

planting. In addition to this, inclinations may be strengthened with jute-grid and 

embankments on cuttings with mat-grid made of polyester fabric, 

- Treatment of torrents, especially in the part of the route where bridge columns lie; 

- Arrangment of entrance and exit portals of tunnels with grass planting, 

- Civil works should be limited to minimum near the route in order to reduce the 

destruction of the vegetation to the maximum. 

2. Alluvial soils and marshy gley soils (Struga Valley) 

Ravine soils with high groundwater, under intensive agricultural production. There is real 

danger of soils compaction, disintegration of natural structure and disordering water 

physical properties. 


- Minimum treading over minimum possible area during the line construction; 

- Particular attention should be paid to canal network and construction of overpasses 

for free evacuation of excessive water; 

- Wastewater treatment system to prevent soils contamination around stations. 

3. Soils on calcareous and dolomite ground 

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These are relict soils of special ecological importance. They usually occur on great 

inclinations and therefore shallow solum and poor structure make them subject of rapid 

degradation. 

Mitigation measures: to undertake all measures envisaged for colluvial soils. 

5.7 Measures for reduction of impacts on the quality of air 


Civil works are limited in time to a single place, but emissions, especially dust, are 

significant: 

Fencing of parts of the construction sites where increased dust emission is expected 

due to the effects of the wind; 

Splashing of access roads with water; 

During earth material excavation and transport, paths should not have a slope above 

8% in order to reduce consumption of fuel and accordingly exhaustive gases 

emission; 


Use of diesel locomotives for transport or maneuvering should be limited to minimum, 

especially on bigger stations; 

Transport of road fraight vehicles should be regulated at the stations (Struga, Kicevo) 

in order to minimize operation of engines while standing. 

5.8 Measures for reduction of impacts on the quality of surface waters 

Measures for waters protection during design phase involve applying of technical solutions 

through designing of facilities that will prevent or reduce the impact of soil pollution. While 

designing, particular attention should be paid to drainage. At several points, Corridor 8 

intersects several watercourses. For the purpose of proper operation of the project 

(uninterrupted and safe performance of the transport) on one side, and protection of the 

project itself against erosive action of storm waters and environment protection on the other, 

high quality and comprehensive drainage of the superstructure of the construction should be 

provided. 

Drainage is the main protection measure for storm waters collection and removal. While 

providing it, care should be taken to carry out the drainage in a manner that will prevent 

pollution of surface and ground waters. 


Introduction of water protection measures during construction should commence as early as 

with the terrain clearance. Cut or unrooted trees should not be thrown into watercourses in 

order to avoid prevention of water running through them on one side, and degradation of 

organic mass on the other. 

General measures for reduction of potential impacts of emissions into surface waters during 

construction phase include procedures of good construction practice which should be taken 

care of by the competent civil engineering supervisor: 

Near surface waters, construction zones will be established on adequate distance, or 

in absence of space for construction zones establishment, surface waters will be 

chanallized adequately; 

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Introduction of control measures for erosion and sedimentation, through 

establishment of temporary drainages for removal of potentially dangerous surface 

waters that will be formed from the construction project; 

Collection and treatment of the wastewaters from the construction site prior to their 

discharge into surface watercourses; 

Disposal of excavated material outside drainage lines and surface waters; 

Removal of excavated and deposited earth material, as soon as possible; 

Provision and use of equipment/vessels for evacuation of potential leakages; 

Solid waste disposal into containers; 

Placement of mobile toilets at distances of more than 100 meters from drainage 

lines; 

Use of services of authorized company for handling and removal of wastewater from 

mobile toilets. 


Taking into account the sources of potential pollution, the measures for reducing of the 

potential impacts of the emissions on surfacewaters during the operational phase include 

primarily activities for control and maintenance of the railway line. 

During the maintenance and control activities, the personnel will be obliged to observe the 

requirements related to public order concerning waste throwing near surface waters and 

possible events of fuel or oil leakage from vehicles. 

In the course of the operational phase, it will be necessary to prepare schedule of 

maintenance of the systems for collection and removal of waters and other liquids from the 

surface of the tracks. Occurrence of mud in culverts may induce septic conditions, 

development of undesirable micro organisms, contamination of water and spread of odour. 

5.8.3 Measures for reduction of impacts on wetlands 

5.8.3.1 During the railway line construction 

In the course of the railway line construction, the following additional measures should be 

undertaken in order to reduce impacts on wetlands and algae, that have not been described 

among measures for waters and soils protection: 

- Vehicles washing zones have to be fenced and restricted. The treatment of 

wastewaters generated in this way will require construction of simple plants (twolevel 

ponds-sedimentation tanks) in order to prevent discharging of untreated 

wastewater into streams, rivers or Ohrid Lake. Particular care should be taken at oils 

replacement, where spill out of oils on soil or into water has to be strictly prohibited 

and sanctioned. The sites for vehicles maintenance must not be located close to 

Ohrid Lake; 

- Vehicles washing in rivers, streams or Ohrid Lake has to be prohibited; 

- While dying metal construction, especially metal bridges, the part subjected to dying 

has to be covered in order to prevent spilling out of dye into surface waters; 

- Camping sites for the workers must not be located on the shore of Ohrid Lake and 

the banks of the river Sateska; 

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- Construction of ocassional barriers near the streams will be required in order to 

prevent inlet of material (rocks, stones, earth) during the railway construction, which 

would cause disruption of the water course of the streams/rivers; 

- The planned railway line route has to be outside protected zones; 

- The planned route has to be executed in a manner to prevent intrusion of polluting 

substances and solid waste into water bodies; 

- Protection measures against water pollution have to be undertaken in particular close 

to the Lake of Ohrid, as well as within the watershed area of the river Sateska, so to 

prevent any pollution of the Lake. 

- Also, attention has to be paid to drainage and irrigation canals, as their covering with 

materials from the railway line construction may induce significant dsamages; 

- In order to eliminate the possibility for waters pollution with food remains (organized 

provisions for workers), daily delivery of food for the workers is proposed to the place 

of construction and transport of the vessels to the place with settled municipal 

infrastructure. 

Ohrid Lake is the most important aquatic ecosystem in Europe and therefore it should be 

subject of particular attention during the railway line construction. The Lake has to be 

designated as highly sensitive ecosystem both during construction and operational phase of 

the railway line. Particular attention has to be paid to the protection against incidental 

leakage of fuels and oils. During the construction, all measures for Ohrid Lake protection 

have to be undertaken against such incidents. In case of occurrence of incidental leakage of 

fuels and oils on the surface of the soil, the affected layer of earth has to be removed and 

transported and disposed of at appropriate landfills, outside the watershed area of Ohrid 

Lake. For this purpose, the relevant services of the project constructors have to prepare 

detailed plan of action in case of incidental leakage of fuels and oils. To that end, training of 

workers for different emergency situations is required. This service has to maintain 

permanent cooperation with the Centre for Crisis Management and offices of the Ministry of 

Environment and Physical Planning. Also, this service should be properly equipped in order 

to be able to react promptly to these kind of incidents. 

5.8.3.2 During the railway line operation 

The following measures should be undertaken to reduce negative impact of the railway line 

operation on wetlands: 

- Adequate maintenance of surface drainage systems, especially at places where 

bigger quantity of leaked fuels, oils and lubricants (stations, depots) can be expected, 

because theur efficiency is highly dependent on proper cleaning and maintenance; 

- Construction of drainage system in depots where trains would be maintained 

(washing, cleaning, parts replacement, etc.). Wastewater generated by training 

cleaning (wagons and locomotives) must not be discharged directly into municipal 

sewerage system. For this purpose, treatment system should be constructed to 

remove suspended particulate matters and oils. Separated waste oils should be 

managed in accordance with the applicable legislation and best available techniques; 

- Construction of municipal wwastewater treatment plant at all major stations (4). At 

other, smaller stations, mobile toilets will be installed to be managed by authorized 

natural person or legal person. This will prevent impact on wetlands; 

- Use of biodegradable and phoshat-free detergents for trains cleaning and 

maintenance; 

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- In case customs terminal is built in Struga, i.e. close to the Lake of Ohrid, it will need 

to be equipped with collection system to collect sediment (dust) and residues of oils 

and fuels. This collection system has to be maintained and cleaned adequately. 

Collected water (especially after rainfalls) must in no case be discharged directly into 

natural recipient. It has to be prior treated, but the treated water must not be 

discharged in the watershed area of Ohrid Lake. 

5.9 Measures for noise impacts reduction 

Construction of the railway line, as any other construction activity, assumes generation of 

noise due to the use of heavy machines, excavation and transportation of huge quantities of 

earth material, mining events, compaction, etc. 

Measured applicable for noise impact include: 

Erection of sound barriers; 

Reduction of the intensity of work during evening and night hours; 

Use of equipment which generates less noise. 

Despite the fact that the impacts of noise to be generated by the trains on this railway line 

will be restricted to around 200 meters, and noise level will be equalized with the natural 

phone already at 120 m, it may be significant at certain locations (in the vicinity of some 

stations) because of the proximity of residential buildings. 

The measures for environmental noise reduction include: 

Erection of sound barriers wherever needed; 

Restriction of speed through sensitive locations; 

Use of system of breaking and warning that generate lower noise level. 

Passengers in trains are also exposed at the impact of the noise. To reduce these impacts, 

wagons should be well insulated and sound insulated windows should be used. 

5.10 Measures for sustainable waste management 

For the purpose of appropriate waste management, reduction of generated waste amounts 

and safe disposal of different waste fractions, waste separation will be necessary. The 

vessels for waste fractions collection should be adequately marked depending on the type of 

the waste. 

Waste should be collected at designated places, removed by relevant operators, i.e. 

companies licenced for performance of public services in accordance with the Law on Waste 

Management. The manner of collection, disposal and frequency of waste removal should be 

defined in the basic plan for waste management. 


On the basis of expected waste types, the manner of its management is presented in the 

following table. 

Waste 

fraction/type 

Packaging waste 

Handling 

Selection/recycling/reuse Other fractions Transport/recovery/ 

removal 

Selection of waste types 

for which there is market 

interest 

Comment 

Mixed waste Licensed entity Fractions of 

hazardous waste 

will be separated 

306



Municipal waste 

Demolition 

waste/other waste 

from construction 

activities 

Selection of waste types 

for which there is market 

interest 

Reuse of demolition 

waste/ Selection of 

waste types for which 

there is market interest 

Excavation waste Part of the waste 

(humus) to be used for 

recultivation, and 

deposits to be used for 

filling-in surface pits, and 

if this is not possible, 

landfilling 

Mixed waste Licensed entity Fractions of 



Mixed waste Licensed entity 

/demolition waste 

landfill 

Fractions of 



Inert waste As agreed Due to huge 

quantities of inert 

waste, Programme 

for waste 

management 

should be 

prepared in 

accordance with 

the Law on 

Environment 

- While setting temporary construction points, mobile toilets should be set and they will 

be maintained and emptied at certain intervals; 

- For the purpose of adequate waste management, waste bins will be placed in 

different coloures for collection of different waste fractions; 

- During construction works, wastewater from concrete production will be generated (if 

mobile concrete base is available). Such waste water contains high quantity of 

suspended particulate matter (mainly silicate and sand) and has the common pH 

above 12. This water has to be colected, treated, i.e. neutralized, prior to discharge; 

- Waste generated during route clearing or biodegradable waste during the route 

development should be adequately collected and transferred to an operator for 

recovery; 

- Metal waste (remains or wires) expected during the railway line construction should 

be separated from other wastes, as materials that can be reused or recycled. 

- Hazardous waste may be generated during vehicles operation. During the railway 

line construction, all heavy vehicles that will be used (they use mostly oil or petrol as 

fuel) will need to be equipped with special vessels for leaking fuel collection. 

Particular attention should be paid to prevent leakage of oils from vehicles, but in 

case of such event absorbers should be used to reduce impacts on environmental 

media, contaminated soil should be removed from the watershed area of surface 

waters along the railway line. 


Non-hazardous waste 

For the purpose of temporary disposal of municipal waste, adequate site should be selected 

that will not be close to any water body or populated place. Particular attention should be 

paid to the disposal of materials that are not inert. The whole generated waste should be 

collected, disposed of or removed in a controlled manner, by authorized waste operator. 

Some of the waste types may be managed by private operators in possession of licence for 

collection, transport and disposal of waste, in accordance with the Law on Waste 

Management and relevant secondary legislation. 

Hazardous waste 

307



The waste called hazardous is the waste which can be explosive, oxidizing, inflammable, 

irritating or toxic, cancerogene, corrosive, infectious if incinerated or in contact with air, water 

and acid and generate toxic matters. This type of waste should be temporarily stored at 

appropriate places and to be labeled. 

Hasardous waste generated by the route maintenance during its operation should be 

adequately collected and labelled, and then removed and managed by a licenced entity. 

5.11 Measures for reduction of impacts on cultural heritage 

In the vicinity of the sites that have already been described within the description of cultural 

heritage, care should be taken while performing construction activities to avoid damages on 

some of the values. Presence of expert in the area of cultural heritage is recommendable, for 

example Institute for Cultural Heritage in Ohrid, to carry out the monitoring during the railway 

line construction. 

In case during the performance of earths and construction works artifacts are found or 

indications occur that certain archeological good is found at some sites along the railway line 

route, construction works will be terminated and Administration for Cultural Heritage of the 

Ministry of Culture will be notified in a timely manner. Also, the specified sites will be secured 

and temporarily fensed to avoid potential negative impacts in terms of their safety and 

status. 

5.12 Measures for reduction of impacts on forests and forestry 


Prior to the commencement of any activity on the railway line route, according to the 

provisions of the Law on Forests, Elaborate on the establishment of the level of damage 

resulting from the permanent conversion of forest into construction land should be prepared. 

The Elaborate will define the area for clearing and permanent conversion, the quantity of 

wood mass of tree-stump, the price of the wood mass, increment lost, lost revenues from 

other wood products, lost generally useful functions of the forest, etc. 25 . 

In order to reduce negative effects of the construction of access roads and other 

infrastructure that will cause cutting of significant wood stock (also with impacts on 

ecosystyems), the existing forest road infrastructure should be used (upon compensation), 

while the scope of the new infrastructure will be dimensioned carefully and to the necessary 

minimum. 

Planning, construction, maintenance and use of forest infrastructure is regulated by the 

provisions of Articles 73 and 74 of the Law on Forests, namely: 

Due to the termination of the links between different ecosystems, and in order to 

provide corridors, paths for game movement from one side of the railway line to the 

other, culvert should be planned and constructed in an amount and at distances most 

suitable for that purpose; 

The occurred fragmentation causes change in forest division which should be 

reviewed in the elaboratrion of the new plan for the respecitve FMU. 


In this phase, the danger of forest fire outbreaks should be eliminated if the rules on the 

application of measures are applied consistently with the Law on Fire Prevention and the 

25 Regulated by Articles 13, 14, 15, 18 and 60 of the Law on Forests. 

308



Law on Forests. All measures and procedures should be applied for fire prevention 

(prevention pre-suppressive and suppressive). 

Obligations of the line managing entity: 

- Permanent removal of the vegetation on the line subgrade; 

- Cleaning of drains and gutters to facilitate water flow capacity, but also to 

eliminate the possibility for growing of vegetation within them and risk of fire; 

- Greening with fire resistent species (not to plant needle-shape leaved 

species). 

Obligations of the entity managing the forest along the line: 

- All obligations deriving from the Law on Forests and the Law on Fire 

Prevention. 

5.12.3 Measures for reduction of negative effects of the railway line construction on 

erosion and deposits 

The Main Design for the railway line construction should contain "Phased project" 

that will include the following elements: 

Documentation for expropriation; 

Elaborate on permanent conversion of forest into construction land; 

Performance of wood cutting along the route and forest order establishment; 

Tree-stumps digging out, 

Removal of active/fertile soil layer and its storage on suitable locations; 

Earth works, etc. 

During the line construction, mechanization and technology causing minimum 

stresses and harmful impacts on the regime of spring waters within the range of the 

railway line route/corridor and downstream of it, below the line, should be used. 

Inclinations should be executed in accordance with the standards, and inclinations 

at risk of erosive processes only, should also be greened out by fire resistant 

species. For slopes where risk of chasmal processes exists, appropriate main 

designs should be elaborated; 

In order to reduce the negative effect of erosive processes along the line, good 

planning and compensation of earh masses (excavations and embankments) 

should be accomplished, and excessive earth mass should not be thrown 

whereever in a form of huge heaps of disposed material (as is often done), but it 

should be stored inside suitable depressions for that purpose which will be later on 

recultivated; 

Part of earth masses from excavation may be used for development of embankments 

by watercourses with low banks, where overflows occur, based on prior elaborated 

project documentation; 

Fertile-humus accumulation horison of soils, as well as parts of horisons В and В/С 

along the route should be separated from the geological horison (indigenous 

horison) as a matter of necessity and stored along access roads to be used later on 

in the process of biological recultivation of landfills formed of excavations; 

During the line construction, efforts should be made to minimize the negative 

impacts of coarse stone blocks rolling and other harmful impacts, massive 

rockslides and alike, over watercourses slopes and riverbeds and remedy the 

consequences. 

309



5.12.4 Measures for reduction of impacts on socio-economic aspect 

In Botun, peripheral parts of Struga and the village Radolista, there is a potential for imapcts 

on residential buildings and therefore measures are required to comensate the owners. 

In the context of property, part of the railway line passes over state owned land (mainly the 

routs from the village Drugovo to the village Novo Selo, then from Botun to Meseiste and 

from Frangovo to Radozda); however, in the areas of the settlements Drugovo, Novo Selo, 

Botun, Moroista, Korosista, Mislesevo, Struga, Zagracani-Sum, Radolista, Frangovo and 

Radozda, the railway line will occupy land in private ownership, so that the land 

expropriation is inevitable. Measures for land owners compensation are inevitable, too. 

At several points, the railway line intersects main, regional and local roads (with the main 

road Kicevo-Kjafasan it intersects near the village Popolzani, close to Botun Gorge and near 

the village Frangovo with the regional road Struga Debar, very close to the City of Struga, 

and local roads in the area of Debrca and Struga Fields (such as intersections with the local 

road to the villages Arbinovo, Izdeglavje, Novo Selo, Belcista, Volino, Moroista, Zagracani- 

Sum, Kalista and many other minor roads). This situation will affect the current 

communication of the settlements with the main roads and urban settlements. Unavoidable 

technical measures will be required to establish uninterrupted natural communication of the 

area on both sides of the line. 

The railway line intersects with a number of water management facilities (the river Treska, 

river Sateska, canal on the river Sateska which gravitates to Ohrid Lake, Crn Drim river, 

underground water supply system from the village Radolista to Struga, water supply system 

near the village Radozda and several canals of the amelioration network of Struga Fields). 

These intersections will affect water management and established ecological balance. 

Therefore, it is recommended that the Main Design devotes particular attention to the 

protection of the already set infrastructure network and avoid conflicts with it. Over certain 

extensions, the railway line also intersects with elements of the electricity distribution 

network established within the railway corridor. This occurs at several sites in the area of 

Debrca and Struga Fields. Technical solutions for impacts elimination are necessary. 

5.13 Overview of measures for environmental impact reduction and environmental 

monitoring 

The matrix of measures for environmental impacts reduction and environmental monitoring 

is presented in Appendix 12. 

310



6 Recommendations and conclusions 

6.1 Project justification 

Project justification is presented in paragraph 1.3 of this Study. On this ocassion, we should 

re-stress the importance of Corridor 8 (railway transport) aimed at connecting the country 

with two ports (Duras and Burgas), exchange of goods and easier transfer of people. Also, 

this mode of transport is preffered compared to other transport modes, because of the 

insignificant impacts on the environment during its operational phase. 

6.2 Recommendations 

Recommendations driving from assessed impacts include; 

Findings of the experts with regard to expected impacts during the railway line 

construction and use and accordingly proposed measures will be observed; 

Measures proposed should be translated into phased solutions of the Main Design; 

Monitoring group should be established by the Investor, to monitor the 

implementation of the proposed measures into the Main Design, as well as their 

implementation in practice, during the construction and exploitation of this linear 

project. 

PE "Macedonian Railways" should employ at least one person responsible for 

environmental management in relation to the activities of railway transport 

completion in the Republic of Macedonia. 

6.3 Conclusion 

From environmental point of view, the linear project - construction of railway line Kicevo-Lin 

(border with the Republic of Albania) does not pose any particular threat to environment and 

nature and the route is acceptable in its entirety. If the proposed measures for possible 

environmental impacts reduction and mitigation are adopted, it will be sustainable in longrun, 

both from financial and environmental and quality of living points of view. 

The process of preparation of the Environmental Impact Assessment Study for the project - 

Construction of railway line Kicevo-Lin (border with the Republic of Albania) was carried out 

in accordance with the legally prescribed methodology. 

The preparation of the Study involved team of experts in all areas required for a complex 

linear project of this type. 

All aspects of environment and nature, cultural heritage, as well as aspects of socioeconomic 

development and people's welfare, have been considered. 

The above has been done to secure sustainability of the project on long-term basis. 

During the Study development, good communication has been accomplished among expert 

team members, as well as with the Investor and developer of the Conceptual Design. This 

resulted in timely information obtaining and access to the terrain and required plans. 

311



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APPENDICES 

316

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